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Standard Train Rule 
Examination 




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COPYRIGHT DEPOSIT. 



Standard Train Rule 
Examination 

8th Edition 

(Formerly called "Questions and Answers**) 

This book is based on the Standard Code of Train Rulet 
of the American Railway Association, in effect at this 
time, February 1st, 1912. 

For the use of Trainmasters, and other examining 
officers, in the examination of Trainmen, Enginemen, 
Towermen and Telegraph Operators. 

A thorough and practical explanation of the Standard 
Code of Train Rules, so arranged as to be of great value 
in examinations and the operation of trains. 

A book of clear and definite train rule knowledge, com- 
prising authoritative rulings, and a complete Train Rule 
Examination. 



By G. E. COLLINGWOOD 



Price, Postpaid 
Leather Binding $2.00; Cloth Binding $1.50 

Standard Code of Train Rules for Single Track 25c postpaid. 



G. E. Collingwood, Publisher 
Toledo, Ohio, U. S. A. 



TF 5 SI 



COPYRIGHTED 1912 

BY 

GEORGE ELMER COLUNGWOOD 



i(\(r 



©Ci.Ar505S97 



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Introduction 



STANDARD TRAIN RULE EXAMINATION 
!s the pioneer book in explanation of the Stand- 
ard Code. It has blazed the way for a more uni- 
form understanding and a systematic study of 
train rules and train orders, and in presenting 
this Eighth Edition the author believes that he 
has not overlooked any point which will be of 
benefit. 

Rulings of the American Railway Association 
have been followed in every case and upon points 
where no ruling has been made by the American 
Railway Association we have followed the theory 
upon which the rules are based. 

This book is intended for the use of Examin- 
ing Officials and also for the use of Trainmen, 
Train Dispatchers, Telegraph Operators and 
others who wish to be thoroughly posted on the 
rules. 

It is arranged so as to encourage a thorough 
study of the rules, bringing out the vital points 
of each rule. In connection with this we wish 
to caution trainmen that, while the answers con« 



tained in this book are correct, we do not wish, 
them to depart from the rules and rulings of th© 
road upon which they are employed, for any rail- 
road has the right to interpret the rules to suit 
Itself. However, we do not know of a single 
road at present which departs from Standard 
practice where Standard Rules are used. 

General Officers, Superintendents, Trainmas- 
ters, Train Dispatchers, Telegraph Operators, 
Conductors, Engineers, Firemen and Brakemen 
will find this book specially suited to th«lr 
needs in conducting and passing examinationg. 
G. E. COLLINGWOOD. 



Explanation of Make-up 



In arranging this book the examination ques- 
tions with their answers for each rule are given 
first. Following these will appear any further 
explanation which may be necessary in order 
to make the meaning of the rule plain. If the 
American Railway Association has made any 
ruling on the rule such ruling will appear after 
the explanation. If a rule is misleading the fact 
will be stated under the heading of "Criticism," 
so that error of interpretation may be avoided 
and also to assist those who may wish to revise 
their rules. 

All questions in this book are based upon the 
Standard Code of train rules as adopted, 1906, 
that being the last revision made. 

To find the meaning of any rule, turn to the 
Index, which will give its location. 



The Standard Code 



A set of rules formulated by the Train Rules 
Committee of the American Railway Association 
in 1887. Divided into rules for single and 
double track, in 1889. They have been revised 
slightly from time to time and are now in use 
on nearly every railroad in the United Statea 
and Canada. 

CLEARANCE CARD. 

In my opinion the Standard Code should state 
that, "A train will not leave its initial station on 
any division (or subdivision) without a Clear- 
ance Card. The authority to issue such Clear- 
ance Card will be obtained from the Train Dis- 
patcher." 

The above rule is not in the Standard Code, 
probably for the reason that all roads do not use 
the Clearance Card. The committee's idea is 
that such subjects as the Clearance Card and the 
Train Register should be left for each road ta 
arrange to suit itself, because roads are not uni- 
form upon these things. To my mind the reason 
assumed for not treating these subjects is the 



best reason in the world why the Standard Code 
should treat of them. The inserting of such a 
rule would not make it binding upon any road 
to use it, but it would go a long way towards 
bringing about uniform practice. 

This principle of issuing a Clearance Card at 
Initial station is fully as important in train 
operation as that involved in Rule 221 (B), 
which forbids a train to pass a signal while 
"stop" is displayed, without a Clearance Card. 
The idea in Rule 221 (B) is to make sure the 
delivery of train orders at the station where the 
signal is displayed. The object of a Clearance 
Card at initial station is to make sure that train 
orders will be delivered at the initial station. 
If no Clearance Card was required an order 
might be easily overlooked at such station, and 
is fully as important in one case as the other. 

1 further recommend that a Clearance Card 
should be provided with a blank space to show 
the numbers of all orders that are delivered to 
a train at a point where the Clearance Card is 
issued, so that trainmen may be able to check 
the delivery of orders. 

Rule 221 (A) does not require or arrange for 
the use of the Clearance Card in connection with 
the train order signal, but it seems that it is 
fully as important in case of Rule 221 (A) as 
It is in case of Rule 221 (B), and in my opinion 
this discrepancy should be done away with. When 
a regular train reports for movement at its in- 
itial station the operator should communicate 
10 



the fact to the train dispatcher, and if no orders 
the operator may then issue a Clearance Card. 
Should the dispatcher he relieved before his 
sheet shows an O S of a train that he has cleared 
Ms written transfer should contain mention of 
the clearance. Likewise should the operator be 
relieved before the train leaves which he has 
cleared, his transfer should so state. 

STANDARD TIME. 

Few of the younger railroad men can appre- 
ciate the great advantage we enjoy today be- 
cause of a uniform time as compared with what 
existed prior to 1883, before standard time was 
adopted by the railroads. Before standard time 
was adopted there were upwards of fifty differ- 
ent standards of time in use in the United States, 
and as they were not systematic, the confusion 
and complications which reseulted from the use 
of so many kinds of time made a very serious 
proposition, not only for the railroads, but for 
the traveler as well. Some roads were so lo- 
cated that it required six or seven different kinds 
of time to get over the road, and so complex was 
the situation that very few officials could state 
the time which was used on any road but their 
own and its immediate connections. 

The change was effected on a Sunday in No- 

Tember, 1883. As had been previously arranged, 

when twelve noon by local time had arrived in 

New York City the bells of St. Paul's Chapel 

11 



tolled the hour for the last time. Just four 
minutes afterward the Western Union time ball 
fell, and Trinity's chimes rang out the new hour, 
in accordance with an electric signal from the 
Naval Observatory at Washington. This splen- 
did arrangement of time was planned by Mr. W. 
F. Allen, secretary of the American Railway Aa- 
Eociation. 

Under his system of standard time there are 
Just four different times used in the United 
States, all of them an even hour apart, with an 
elastic boundary line between the hour sections, 
the exact point for change of time being desig- 
nated. These four times are based upon the 
75th, 90th, 105th and 120th meridians, and are 
called Eastern, Central, Mountain and Pacific 
time, respectively. Similar movements for the 
revising of time have been going on in other 
parts of the world since the change was made 
here, but in most cases the changes which have 
occurred in other countries have been accom- 
published by imperial decree or enactment of law. 

Standard time has been in use for twenty-six 
years. On the twenty-fifth anniversary of the 
adoption of standard time the American Railway 
Association presented Mr. Allen with an illumi- 
nated set of resolutions congratulating him upom 
the successful operation of his system of time 
for a quarter of a century. 
12 



THE REGISTER. 

In the operation of a railroad it becomes of 
great importance that some fixed arrangement 
be established for the purpose of notifying trains 
at terminals or junctions, or, in fact, at any point 
•where they may originate, of all trains which 
have arrived or left. In our opinion. there is no 
better way of doing this than by train register. 

A register book should be established at each 
terminal and at junction points where trains 
enter the main line. The operator should be 
competent at junction points to register trains 
that do not stop regularly. At register points, 
where a train stops regularly, the conductor 
should be required to register his train, and in 
case it arrives with signals and departs with 
none the register should show it. Should a 
train arrive as one section and leave as another 
or arrive as one number and leave as another, 
two lines should be used in registering. 

Should a train originate at a point where no 
register is used, as, for example, a work train 
which has laid up for the night, it should be 
given a train order stating that "All trains due 

have gone except ." Adding any that have 

not passed and which are overdue. 

In my opinion train registers should be made 
jStandard and the rules governing their use 
should be included in our train rules. Each 
page should be large enough to hold all the 
trains run during 24 hours, or at least all the 
13 



trains in one direction, the opposite page being 
used for trains in the other direction; each page 
should hear a date at the top and besides should 
show a column for date for each train register- 
ing; a train should register into its terminal on 
the page corresponding in date with the day It 
is due to arrive and in case it is late and does 
not arrive until a later date it should show the 
date of actual arrival in the column provided 
for that purpose. With such an arrangement 
opposing trains can easily check the register for 
the reason that all trains due into a terminal on 
May 10th will appear on the page dated May 
10th; but if one due on May 10th actually ar- 
rives on May 11th, the sub-date will show the 
time and date of actual arrival. The word 
"date" on a train register should never be con- 
strued as referring to the date of the train, as 
trains date from their initial stations and it is 
never necessary or desirable that the train regis- 
ter carry such information. 

The matter of work trains registering at 
register stations has received more or less 
thought, and the general idea is that a work 
train should register its arrival and departure 
at register stations. 

In registering great care should be exercised 
to make certain that all entries are absolutely 
correct, because opposing trains are governed 
in their movements by what appears on the 
register. The train register is more important 
on single track than on double track as it con- 
14 



trols to a large extent the movement of oppos- 
ing trains, and it is to be regretted that the 
Standard Code does not outline a uniform prac- 
tice. 

HOW TO CHECK REGISTER. 

In checking a register it is necessary to as- 
certain whether all trains due, which are su- 
perior or of the same class, have arrived or left. 
To find this information it is necessary to refer 
to the time-table and ascertain what trains of 
the same or superior class have been due to ar- 
rive or leave for the twelve hours prior to the 
time at which the register is checked. For ex- 
ample, No. 23, a first class train in the inferior 
direction, is due to leave A, its initial station, 
at 12 noon. In this case it is only necessary to 
check the register for trains of the same class. 
For example, No. 3 is due to leave A at 1 a. m.. 
No. 5 at 4 a. m.. No. 7 at 8 a. m., No. 9 at 11 
a. m. No 2 is due to arrive at 4 a. m.. No. 6 at 
9 a. m. After this information has been ob- 
tained from the time-table, the register must be 
consulted for a record of the trains noted; if 
all are registered, the register checks clear. Al- 
ways bear in mind that all trains which are due 
to arrive or leave at the register station for 
twelve hours before the register is examined, 
which are superior or of the same class, must be 
checked against. It is not necessary to check 
back more than twelve hours for the reason that 
15 



regular trains twelve hours behind their schedule 
arriving or leaving time at any station lose both 
Tight and schedule. 

SIGNATURE OF ORDERS. 

I believe that the best results are obtained in 
train dispatching when each dispatcher signs his 
own initials. Some roads use the superinten- 
dent's initials, some use the trainmaster's and 
some the chief dispatcher's initials. 

If but one set of initials is desirable then it 
should be the chief dispatcher's initials, as his 
initials are more clearly identified with the of- 
fice, and when messages are sent for any reason, 
the answers will be more liable to come to the 
proper person than will be the case when in- 
itials of superintendents or trainmasters are 
used. 

When train dispatchers sign their own initials 
trainmen can figure closer and understand better 
what is desired in many cases than under the 
present system. 

Besides this, train dispatchers are often re- 
quired to ask for an explanation of some move- 
ment, and it seems to me that if a trainman 
could have such a message signed by the train 
dispatcher instead of by the superintendent, the 
information contained in the message would in 
many cases be better understood and less liable 
to mislead. 

16 



TRAIN ORDERS. 

The method of handling train orders is fully 
explained in Rules 201 to 223. The Standard 
Code provides that train orders must be issued 
as outlined in the different train order forma 
which the Code contains. If it becomes neces- 
sary to depart from the authorized forms it ia 
permissible to do so, but there are very few 
cases in which it becomes necessary to im- 
provise forms to cover a special complication. 

There are two kinds of orders used: One ia 
known as the "19" order, and the other as the 
"31" order. When the "31" order is used, 
"complete" is not given to the order until the 
conductor has signed it and his signature has 
been transmitted to the train dispatcher. Before 
"complete" is given the order must be regarded 
simply as a hold order and cannot be otherwise 
acted upon. A "19" order is designed to be de- 
livered to a train while in motion, with the ex- 
ception that when a "19" order is issued which 
restricts the superiority of the train addressed 
at the station where it receives the order, such 
order must not be delivered until the train has 
been brought to a stop. 

The Standard Code does not place any re- 
atrictions on the use of the "19" order. But it 
is generally used for movements which do not 
restrict a train. 

When train ordera conflict, those receiving 
them should not act upon them, but should have 
them disposed of in some proper manner. 
17 



The fact that one train order may bear a 
higher or a lower number than another must not 
be taken as authority to obey one and disregard 
the other. 

When a train holds an order to run 30 mins. 
late A to B and later gets an order to run 45 
mins. late A to B, the orders cannot be said to 
conflict, as both are capable of being obeyed. 
That is, the train must run 45 mins. late. 

Trainmen should refuse to accept orders that 
are not legible, or that contain erasures, altera- 
tions or interlineations. 

DAY OFFICES. 

The train order signal at stations which close 
for the night is usually blanked until the oper- 
ator resumes work the following morning. But 
In view of the great importance of trainmen 
knowing positively that an office is or is not 
closed for the night, it seems that some more 
definite information should be given than simply 
the absence of a signal, especially as the ab- 
sence of this signal means one thing when the 
operator is on duty — DANGER, and another 
when the office is closed for the night — PRO- 
CEED. 

When the signal is simply blanked the train 
crew have no way of knowing that the office i» 
closed except that they take it for granted when 
they see no signal. This introduces an element 
of grave danger, for should the operator still be 
on duty and hold orders or block and his light 
18 



fail, tinder these conditions there would be no 
check against accident. The precaution provided 
for by Rule 27, which arranges for an imperfect- 
ly displayed signal, or the absence of a signal, 
to act as a. stop, or danger signal, would be of no 
avail on roads where the blanking of the train 
order signal is authorized without some other 
special signal being displayed. My opinion is 
that when an ofRce is closed for the night the 
train order signal should be blanked and a green 
light placed in front of the ofRce on a bracket 
©r below the regular train order signal, and also 
a green flag below the light so that the signal 
would be plainly visible during the night and 
early morning hours, and give positive informa- 
tion to trainmen. Under this arrangement an 
engineman would have positive information — 
the green light telling him the otfice is closed, 
or if no green light is shown he would under- 
stand the office is open and be governed by the 
signal indication and Rule 27. 

With this arrangement the rules should not 
show the office hours, and trainmen should con- 
sider all offices open at night unless the green 
signal is displayed. This would leave the dis- 
patcher free to hold day men when necessary, 
with full assurance that there would be no mis- 
carriage of orders or block on account of an of- 
fice being kept open past the usual hours. This 
plan would also permit the opening of a day 
office at any time of the night without running 
serious risks. 

19 



THEORY OF THE STANDARD CODE. 

The Standard Code is constructed with th* 
idea that trainmen must at all times protect 
their trains. The idea being that it is more con- 
ducive to safety in the operation of a railroad 
to require the men in charge of trains to look 
out for and protect themselves at all times 
against other trains and engines, without notice 
of their whereabouts, than to undertake to give 
them notice of their movements and whereabout* 
for the reason that if men come to expect notice 
of approaching trains, they invariably relax their 
vigilance and rely upon this notice rather than 
upon their own watchfulness for their safety, 
and that in the long run more accidents will 
happen at times when it is impossible or im- 
practicable to convey notice to them, than would 
occur if they were spurred to constant watchful- 
ness by the knowledge that a train was liable to 
come upon them at any time without notice. 

Take, for example, a third class train run- 
ning on orders ahead of a second class train; 
some trainmen and others have an erroneous 
idea that under the rules this order in some man- 
ner gives to each train a sort of protection, but 
such is not the case. When an order is issued 
for one train to run ahead of another, both 
trains must exercise the same care as before, no 
more, no less; that is, both must keep a sharp 
lookout ahead, and if stopped must flag imme- 
diately. The idea in making the different classes 



Is not to protect trains, but it is thought that by 
that method it will require less train orders to 
move important trains without delays by less 
Important trains, than would be required if 
trains were all of one class. 

A third class train must at all times look out 
for trains ahead, or for a flag, regardless of the 
fact that it holds no orders of a fourth class 
or other train ahead of it. Because there 
might be a third, or even a second or first class 
train ahead, so that the receipt of this order is 
not a protective notice, but simply a notice given 
in double form changing the established time- 
table privileges of an inferior train for some 
reason, it may be the more important (first 
class) train is late, or it may be it is not of 
as great importance as usual; at any rate it is 
given to facilitate movement only. Rules 91 and 
99 being all the protection that is required be- 
tween trains moving in the same direction. But 
we believe that Rule 91 should contain the state- 
ment of principle that enginemen must keep a 
sharp lookout ahead for trains or flag at all 
times. As it stands now, this is left to infer- 
ence, and it is just as important as the instruc- 
tions to flag. 

TRAIN DISPATCHING. 

Many ambitious young men are anxious to be- 
come train dispatchers, and it is one of the ob- 
jects of this book to assist them to a thorough 
understanding of the rules and to give them an 
21 



insiglit into tlie proper mettiod of procedure 
under certain well defined circumstances. There 
are many cases in v/hich a train dispatcher must 
literally work out his own salvation, but if he 
thoroughly understands the rules and their ap- 
plication he is better armed for the fray than 
he would otherwise be. In this chapter I wili 
only mention a few points for guidance for the 
real strength of the train dispatcher must rest 
upon his knowledge of the Standard Code and 
its correct interpretation. 

Most of the Standard Code forms are so word- 
ed that the order which takes away the right* 
of a train confer them upon another train. Such 
orders are known as double orders. 

Dispatchers should use the prescribed forms 
whenever possible, as the rules define the rights 
of trains under the forms, and there is danger 
that improvised orders may be ambiguous. 

Try to send orders for a train to a point at 
which the train stops. 

Avoid adding a running order to work train 
limits, or work train limits to a running order. 

When putting out notices of sidings blocked 
or other special notices, avoid the use of the 
words "until further notice" for the reason that 
such notice logically requires another one when 
the condition no longer exists. 

A "meet" order should not be used unless the 
trains are actually to meet — see ruling on 
form A. 

If an inferior train receives a meeting order 
22 



with a superior train, and when it reaches the 
meeting point it finds that it can make the next 
station and clear the time of the superior train, 
or if it holds a time order in addition to the 
meet order which would enable it to make the 
next station beyond the meeting point and clear 
the time of the superior train, it has no right to 
go, but must obey the meet order and remain at 
the meeting point. 

If No. 1 is given right over No. 2 A to H and 
later is given a meet with No. 2 at C, it does not 
supersede or annul the former order; both are 
in effect, and as the rights of the trains have 
been reversed by the "right of track" order. No. 
2 must take siding at C for No. 1, it being under- 
stood that No. 2 is a train of superior direction. 

Whenever possible train dispatchers should 
have orders ready in advance for trains, so that 
there will be no delay for orders. 

Short orders are preferable to long ones, even 
though it becomes necessary to issue twice or 
three times as many of them to a train, as they 
are less liable to confuse trainmen as the ful- 
filled orders can be filed away and only the un- 
fulfilled orders kept, while under a system of 
orders which permits so many movements in one 
order, trainmen are required to read over so 
much that does not concern them, or if it did 
concern them at one time has been fulfilled. 

The handling of extra trains is a very particu- 
lar operation, and to insure safety and avoid 
complications they should be given running or- 



ders to their final destination whenever possible. 
An extra should receive at the initial point a 
meet with all opposing extra trains. If the dis- 
tance is such that the meeting points cannot be 
made from the initial station, it should be given 
a meet with extra 1 at B, extra 2 at D, and all 
other extras East at F. When it arrives at P a 
meet can be made with extra 4 at H, extra 5 at 
W, and all other extras East at Z instead of P. 

When issuing work train orders any extra 
within the limits should be given a copy of the 
order regardless of the direction in which it 
may be moving. For example, the work extra 
may be at A and the extra at B, moving towards 
C; if an accident or delay should occur to the 
extra the work train might pass it. For this 
reason all extras in the work train limits should 
be given a copy of the work train's order. 

In case of any misunderstanding with train- 
men, issue such instructions as may be neces- 
sary to clear up the situation, regardless of the 
fact that the proper order had been given in the 
first place. 

TRAIN IDENTIFICATION. 

The matter of train identification is a very im- 
portant one. At present there are a great many 
methods of identification, some of which depend 
upon a train order being issued to make them 
of any value. For example, when the engine 
number is used in train orders it is for the pur- 
pose of identification, but the great number of 
24 



inferior trains which do not receive an order 
about that particular train are left to their own 
devices for identification. Among the many 
methods which have been tried may be men- 
tioned the use of the conductor's name in train 
orders and the dependence for identification 
upon his appearance at the meeting point, in 
case a meeting point is made. This is still fur- 
ther safeguarded on some lines by exchange of 
train number slips, which is perhaps a better 
method, but in many cases by the time the slips 
have been exchanged the train is so far by the 
switch that in case it was not the train which 
the crew supposed it to be an accident might re- 
sult with the expected train. Cupola train num- 
ber indicators have been adopted by many lines, 
combined in some cases with the embodiment of 
the engine number in addition to the train num- 
ber in orders concerning its movements. 

The cupola indicators have materially assisted 
in securing safe operation, but for various rea- 
sons I believe they would give better results if 
placed on the front end of the engine. Passen- 
ger trains on the great majority of roads have 
no means of identification whatever. 

My idea is that there should be some device 
arranged to display the train number and sec- 
tion number on the front of the engine on all 
trains, both passenger and freight. Possibly 
something on the order of the present caboose 
indicator, this to be illumined at night, the 
figures to be of sufficient size to be easily read 
25 



and the indicator far enough below the head- 
light so that its rays would not interfere with a 
plain view of the indicator. 

I wish to impress upon trainmen the import- 
ance of using great care in the matter of train 
identification. Careful observation will go a long 
ways towards assisting in identification, but 
when train and sections are not following each 
other in regular order there is danger of con- 
fusion — see criticism to Rule 20. 

RESUMING SCHEDULE. 

A regular train assumes its schedule at its 
initial station and it is entitled to use such 
schedule to the terminal station of the schedule. 

When a train is detoured for any cause it may 
resume its schedule when it again reaches its 
own line, it being understood that when leaving 
its initial station it had authority to use the 
schedule to its terminal station, and that au- 
thority not having been taken away, remains in 
effect. The same is true of a train which has 
completed a part of its run and is temporarily 
withdrawn for special service. In such a case, 
when it has performed its special service it can 
resume its schedule, unless its rights thereto 
have been specifically taken away by train or- 
der. In any case of this kind the conductor 
should report to the train dispatcher before con- 
tinuing on the trip the same as he would at 
the initial station. When cleared by the dis- 
26 



patctiers no orders would be necessary to resume 
tlie schedule. This matter of reporting to the 
train dispatcher is for the purpose of checking 
against outstanding orders and also to advise 
the dispatcher that the train is ready to pro- 
ceed — see ruling of the A. R. A. on "Resuming 
Schedule." 

EXTRA TRAINS. 

Rule 97 puts the authority for running an ex- 
tra train in the hands of the train dispatcher, so 
that proper protection may be arranged between 
opposing extra trains. It will be noticed that 
there is no superiority between extra trains un- 
less it is made by train order, with the excep- 
tion that at meeting points between extra trains 
the train in the inferior time-table direction 
must take the siding. A careful study of the 
rules will show that one extra cannot be made 
superior to another under a Form C order by 
authority of such form, although as a matter of 
fact orders are issued on nearly all roads giving 
one extra right over another extra, but without 
the authority or the restraining guidance of 
specific rules properly explained. The Train 
Rules Committee who framed the Standard Code 
refused to insert an example under Form C 
which could be used between extra trains, claim- 
ing that as extra trains had no schedule such 
practice would virtually fix a meeting point in 
any case. For example, if engine 546 is given 
an order to run extra from A to B with right 
27 



over extra 234, which is moving from Z to A^ 
it would hold extra 234 at B for extra 546, anl 
the committee seemed to think that a meeting 
order would be better than a right of track* 
But it ofttimes happens that one extra train is of 
such importance that it is not desirable to fix 
a meeting point for it with an opposing extra 
for fear that it may be unnecessarily delayed, 
and it is in such cases that a right of track order 
supplemented by a wait order is desirable, if not 
necessary. The third example of Form G fur- 
nishes an example which can be used in some 
cases to advantage, but owing to its length tew 
dispatchers have time to use the order, and for 
this reason it is my opinion that an example 
should be added to Form C as follows: "Extra 
546 has right over extra 234 A to H and waits 
at F until 9 a. m. and G until 9:30 a. m., for 
extra 234." This should be followed by an ex- 
planation stating that the first named train has 
right over the second named train between the 
points designated, but must not pass the inter- 
mediate designated points before the time speci- 
fied unless the second named train has arrived, 
with a further explanation that the second named 
train must be clear of the main track by the 
specified time at the designated point or before 
reaching it. In issuing a right of track order 
between extra trains there is danger unless the 
right of track is given to the end of the run of 
the first named train, or to the end of single 
track, or to a point already reached and at 

28 



which the order is received by the second named 
train. In starting an extra train from a point 
at which it is to meet an opposing extra train 
the order should read, "After extra 234 arrives 
at A engine 546 will run extra A to B." 

Form G is for running extra trains, and there 
are three examples given. The first example 
directs an engine to run extra from one desig- 
natied point to another, and under this example 
an extra need not protect against opposing extra 
trains unless it is directed by train order to do 
so. The second example is for running an en- 
gine extra from one point to another and return 
to a certain point; under such an order the extra 
must go to the second point named in the order 
before it is permitted to return. That is, the 
order must be fulfilled in the way in which it is 
given. If for any reason the extra has to return 
to the third point named in the order before it 
reaches the second point, it must have another 
order to run extra. The third example is gen- 
erally used for passenger trains and is so ar- 
ranged as to make a schedule for the extra train. 
Ofttimes such an order gives the extra right over 
all trains, and in some cases trainmen have been 
known to run through yard limits at the same 
rate of speed as though it was a first class train 
instead of an extra. It must be remembered 
that an extra, moving under such an order, is 
still an extra, and, while it has right over all 
trains, it must be governed by the rules directing 
29 



the movements of an extra while it is passing 
through yard limits. 

In the case where an extra train ties up on the 
road for a certain length of time and then re- 
ports for orders, the Standard Rules do not pro- 
vide any form for giving this extra train inform 
mation as to what trains, which are overdue* 
have arrived or left that station. If the extra 
happens to he tied up at a register station this 
information can he obtained from the train regis- 
ter, but if it is not it becomes of great import- 
ance that it receive dependable information as to 
what schedules have been fulfilled. To cover 
such cases as this an order should be issued to 
the extra reading as follows: "All trains due 
at H at 6 a. m. have arrived or left except No. 3 
and No. 4." Such an order is necessary in or- 
der to conform with Rule 83, which states that 
a train must not leave its initial station on any 
division, or a junction, or pass from double to 
single track until it has been ascertained 
whether all trains due, which are superior or of 
the same class, have arrived or left. 



30 



Standard Train Rule 
Examination 



GENERAL RUIjES. 

1. Q. Wlio must provide themselves with a 
copy of the book of rules? 

A. Employes whose duties are prescribed by 
them. 

2. Q. Do you fully understand the provisions 
that relate to your particular duties? 

A. Yes. 

3. Q. What is expected of you when the 
meaning of any rule or special instruction is not 
clear to you? 

A. Consult superior officer. 

4. Q. Is it necessary to pass the required 
examinations? 

A. Yes. 

5. Q. What are persons employed on a traitt 
subject to? 

A. The rules and special instructions. 
31 



6. Q. What is your duty in carrying out th« 
rules and special instructions? 

A. Employes must render every assistanco 
possible in carrying out the rules and special 
instructions. 

7. Q. What is expected of you when you 
know of an infringement of any rule or special 
instruction? 

A. Report same to superior officer. 

8. Q. What is the rule as to intoxicants? 

A. The use of intoxicants by employes while 
on duty is prohibited. Their use, or the fre- 
quenting of places where they are sold, is suf- 
ficient cause for dismissal. 

9. Q. May employes use tobacco when on 
duty in or about passenger stations or passenger 
cars? 

A. No. 

10. Q. Must employes on duty wear the pre- 
scribed badge or uniform? 

A. Yes. 

11. Q. Do you understand that persons au- 
thorized to transact business at stations or on 
trains must be orderly? 

A. Yes. 

12. Q. In case of danger to company*s prop- 
erty, what is expected of employes? 

A. They must unite to protect it. 
EXPLANATION. — All employes examined 
should be in possession of the book of special 
32 



instructions relating to their duties, also cur- 
rent time-table. 

The duties of railway men are such that they 
must be in good condition mentally in order to 
properly perform their duties, therefore the use 
of intoxicants is forbidden. The use of tobacco 
Is forbidden about stations or passengers be- 
cause it is annoying to patrons. 

As a railroad company is judged largely by 
Its employes, the company must insist that em- 
ploj^es be courteous and neat in appearance, for 
upon the attitude of the public depends it suc- 
cess or failure. 




'4S 



DEFINITIONS. 

13. Q. What is an engine? 

A. A locomotive propelled by any form ol 
energy. 

EXPLANATION. — This definition is so word- 
ed that it covers electric motors, gasoline mo- 
tors, etc., the word "engine" being understood 
to mean a locomotive, regardless of the manner 
in which it is propelled. 

14. Q. What is a train? 

A. An engine, or more than one engine, 
coupled, with or without cars, displaying 
markers. 

EXPLANATION. — The word "train" signifies 
an engine and also markers. If an engine, with 
or without cars, has no markers, it cannot be 
considered a "train." 

15. Q. What is a regular train? 

A. A train authorized by a time-table 

schedule. 

EXPLANATION. — An extra train moving over 
the road each day cannot be considered a "regu* 
lar train." It must be a train scheduled on the 
time-table. 

34 



16. Q. What is a section? 

A. One of two or more trains running on 
the same schedule, displaying signals or for 
which signals are displayed. 

17. Q. What is an extra train? 

A. A train not authorized by a time-table 
schedule. 

18. Q. How many Icinds of extra trains are 
there and how are they designated? 

A. Two. Extra, for any extra train except 
work extras; and work extras, for work train 
extra. 

EXPLANATION. — The rules governing a work 
extra are different than those governing an extra 
train, so the distinction must be preserved. 

19. Q. What is a superior train? 

A. A train having precedence over another 
train. 

EXPLANATION. — A train may be made su- 
perior to another by train order or by time-table 
provision, and when made superior by either 
provision it is governed by the rules referring 
to superior trains. 

20. Q. Wliat is a train of superior right? 

A. A train given precedence by train order. 

EXPLANATION. — Wherever the v/ord "right" 
is used in the rules it refers to a train order. 
For example: a train which is inferior or su- 
perior by "right" is a train which has been made 
«o by train order. 

35 



21. Q. What is a train of superior class? 

A. A train given precedence by time-table. 

EXPLANATION. — Each time-table shows 
schedules of different classes, as first class, sec- 
ond class, etc. First class trains are superior to 
second class trains, second class trains are su- 
perior to third class trains, etc. 

22. Q, What is a train of superior direc- 
tion? 

A. A train given precedence in the direction 
specified in the time-table as between trains of 
the same class. 

EXPLANATION. — On single track roads 
where Standard Rules are in effect the time-table 
states the superior direction of trains. A train 
of the second class moving in the superior direc- 
tion is superior to a train of the same class in 
the opposite direction; but it is inferior to a first 
class train in the opposite direction. Thus su- 
periority of direction is limited to apply only be- 
tween trains of the same class. 

23. Q. Does superiority of direction affect 
trains on double track? 

A. No; it is limited to single track. 

24. Q. What is a time-table? 

A. The authority for the movement of regu- 
lar trains subject to the rules. 

25. Q. What does the time-table contain? 

A. The classified schedules of trains with 
special instruction relating thereto. 
3G 



26. Q. What is a schedule? 

A. That part of a time-table which prescribes 
class, direction, number and movement for a 
regular train. 

EXPLANATION. — The schedule should not be 
confused with the train. A train using schedule 
No. 25 is known as train No. 25. 

27. Q. What is a division? 

A. That portion of a railroad assigned to the 
supervision of a superintendent. 

28. Q. What is a sub-division? 

A. A part of a division so designated on the 
time-table. 

29. Q. What is a main track? 

A. A track extending through yards and be- 
tween stations, upon which trains are operated 
by time-table or train order, or the use of which 
is controlled by block signals. 

30. Q. What is a single track? 

A. A main track upon which trains are oper- 
ated in both directions. 

31. Q. What is double track? 

A. Two main tracks, upon one of which the 
current of traffic is in a specific direction and 
upon the other in the opposite direction. 

32. Q. What is the definition to, "Three (or 
more) Tracks?" 

A. Three (or more) main tracks, upon any 
of which the current of traffic may be in either 
specified direction. 

37 



SS. Q. What is a current of traffic? 

A. The movement of trains on a main track 
in one direction specified by the rules, 

54. Q. What is a station? 

A. A place designated on the time-table by 
name at which a train may stop for traffic; or to 
enter or leave the main track; or from which 
fixed signals are operated. 

55. Q. What is a siding? 

A. A track auxiliary to the main track for 
meeting or passing trains, limited to the dis- 
tance between two adjoining telegraph stations. 

38. Q. What is a fixed signal? 

A. A signal of fixed location indicating a 
condition affecting the movement of a train. 

37. Q. Nanie some fixed signals? 

A. Slow Boards, Stop Boards, Yard Limit 
Boards, Switch Signals, Train Order, Block, In- 
terlocking, Semaphores, Disc, Ball or other 
means of indicating stop, caution or proceed. 

38. Q. What is a yard? 

A. A system of tracks within defined limits 
provided for the making up of trains, storing 
of cars and other purposes, over which move- 
ments not authorized by time-table, or by train 
order, may be made, subject to prescribed sig- 
nals and regulations. 

39. Q. What is a yard engine? 

A. An engine assigned to yard service and 
working within yard limits. 
38 



40. Q. What is a pilot? 

A. A person assigned to a train when the 
engineman or conductor or both are not fully 
acquainted with the physical characteristics or 
running rules of the road or portion of the road 
over which the train is to be moved. 

NOTE. — Preferably a pilot should be an en- 
glneman and he should run the engine of the 
train which he pilots. 




39 



Rules for Single Track 



Rule 1. 

113. Q. From where is Standard time ob- 
tained? 

A. (See Rule 1.) 

114. Q. At what time each day is time re- 
ceived? 

A. (The answer to this question will be 
found in Rule 1.) 

115. Q. What watches must conductors and 
enginemen use? 

A. Watches that have been examined and 
certified to by a designated inspector. 

EXPLANATION. — Before starting on each 
trip, conductors and enginemen and such other 
employes as may be designated must compare 
watches with a clock designated as a "standard 
clock." The time watches are compared is 
usually registered. The Standard Code as 
amended April, 1906, provides that conductors 
and enginemen and such other classes of em- 
40 



ployes as may be desired, shall have standard 
time. Formerly the code provided that conduc- 
tors and enginemen only were required to have 
their watches inspected. 

Rule 2. 

116. Q. How often must the certificate be 
renevi^ed and with whom must it be filed? 

A. (See Rule 2.) 

117. Q. What is maximum variation for 
watches? 

A. Thirty seconds per week. 

EXPLANATION. — The Standard Code leaves 
the length of time for renewing the certificate 
discretionary; also the officer with whom it is 
filed. Usually they are filed with the super- 
intendent every six months. 

Rule 3. 

118. Q. Are all clocks used by this com- 
pany standard? 

A. No! only clocks designed as "standard 
clocks" must be used for comparing time. 

119. Q. How often are Conductors and En- 
ginemen required to compare their watches with 
the Standard time? 

A. Before starting on each trip. 

120. Q. In the event of their not having 
access to a Standard time-piece, how will they 
obtain Standard time? 

41 



A. From Conductors or Enginemen wtio 
have registered, or from the Superintendent. 

121. Q. (3) Should time watches are com- 
pared be registered? 
A. Yes. 

EXPLANATION. — It sometimes happens that 
a train is laid up for rest at a point where there 
is no "standard clock." In such a case the 
crew may compare watches with the engineman 
or conductor of some other train which stops 
there; or if none stops it can be obtained by wire 
from the train dispatcher. 

A. R. A. Ruling. — -Question. We have seven 
branches on which one or more of the crews start 
in the morning from the end of the road, come 
to the junction point with the main line and re- 
turn to the end of the road in the afternoon. It 
is our intention to have standard clocks at junc- 
tion points, and I would be pleased to know if 
we would be conforming to the rule by having 
the men regulate their watches when they 
arrive at the junction point, or whether we 
should have a standard clock at the end of each 
of these branches. 

* « * 

Answer. — The committee decides that it would 
be entirely in conformity with the spirit of the 
rule to put standard clocks at the junction 
points, covering the same by special instruction. 
— Ruling March 19, 1902. 
42 



Rule 4. 

122. Q. When does the new timetable super- 
cede the old? 

A. On the moment it takes effect. 

123. Q. How will a train of the old time- 
table proceed if it has a corresponding number, 
class, day of leaving, direction and initial and 
terminal stations? 

A. It will retain its train orders and assume 
the schedule of the corresponding number of the 
new time-table. 

124. Q. If a train of the old time-table has 
not the same number, class, day of leaving, 
direction and initial and terminal stations, how 
will it proceed? 

A. It can proceed only on train order. 

125. Q. How is the date of a train de- 
termined ? 

A. By the date of its schedule time at its 
initial station on a division. 

126. Q. May more than one schedule of the 
same number and date be in force on any divi- 
sion or subdivision? 

A. No. Except to provide continuous move- 
ment when schedules correspond. 

127. Q. May a train of the old time-table 
which has become 12 hours late on the old time- 
table assume the new time-table schedule if 
schedules correspond as required? 

A. No. 

43 



127a. Q. If schedules of the old and new 
time-table fail to correspond in one point only 
may a train of the old time-table assume the 
new schedule? 

A. No. Schedules must correspond in every 
particular. 

127b. Q. In case there is two or three sec- 
tions on No. 1, of the old time-table may all 
sections proceed on the new schedule if schedules 
correspond as required? 

A. Yes. 

EXPLANATION. — A train leaving its initial 
station carries its date (the date on which it was 
due to start) with it. If the time-tables change 
while it is on the road it still holds the date it 
started with and can use the schedule of that 
date if it corresponds as to number, class, day of 
leaving, direction and initial and terminal sta- 
tions. If they do not so correspond it cannot 
assume the new schedule. 

Only one schedule of the same date can be in 
effect to authorize a train to leave its initial 
station, that is, if No. 1 has left its initial station 
on the old schedule for June 1st it cannot leave 
on the new schedule for June first regardless of 
the fact that it may be due to leave its initial 
station after the new time-table takes effect. 

The second sentence of Rule 4 has the same 

meaning as if it read, "But when a schedule of 

the new time-table corresponds in number, class, 

day of leaving, direction and initial and terminal 

44 



stations with a schedule of the preceding time- 
table, a train which at time of change is author- 
ized by the preceding time-table will retain its 
train orders and assume the schedule of the 
corresponding number of the new time-table 
-which schedule shall thereby become effective, 
from that point to its terminal, subject to 
Rule 82." 

When a new time-table shows a schedule 
which has no corresponding numbered schedule 
on the old time-table such schedule shall not be 
in effect unless due to leave its initial station 
after the new time-table takes effect. 

Whenever schedules correspond in all require- 
ments except that the schedule is later on the 
new time-table, a train using the old schedule 
must stop at the last station which it can make 
l)efore the new time-table takes effect and wait 
until the new schedule is due, otherwise it would 
be ahead of time, between stations, with no 
schedule protection. In such a case it would 
have to protect by flag. 

Extra trains which are on the road do not 
lose their right to run when a change of time- 
table takes place. 

The last paragraph of the rule has the same 
Bieaning as if it read, "Not more than one 
schedule of the same number and day shall be in 
effect on the same portion of a division or sub- 
division." That is, there was no intention of 
forbidding two schedules of the same number 
and day being in effect on different portions of 
45 



the division in case a train of the old time- 
table is entitled to assume the new schedule at 
some point on the division under the authority 
of Rule 4. 

"Day of leaving" means, date of leaving. That 
is, it does not refer to the day or days of the 
week on which a schedule is effective — but it 
does refer to the date of the train or schedule. 
For example. No. 6 leaving its initial station 
December 1st, is a train of December 1st, and 
can only assume a schedule which corresponds 
as to day of leaving, or "date." That is to say 
it can only assume a schedule of December 1st. 

In case No. 1 of June 15th leaves A at 11 p. 
m., and at 2 a. m. the 16th a new time-table 
takes effect, showing No. 1 due to leave A at 1 
a. m. In such a case the train on the road would 
be a train of the 15th and the only schedule it 
could assume would be one of the 15th and as 
that schedule was, according to the new time- 
table, due out of A at 1 a. m. the 15th, 25 hours 
before, the schedule would be dead, and the 
train on the road can proceed only on orders. 
The schedule of the 16th in such a case is duo 
out of its initial station one hour before the new 
time-table took effect, and under the rule, this 
schedule cannot be in effect the 16th for tho 
reason that the schedule of the train which was 
on the road did not correspond with this new 
schedule as to "date" and unless a schedule cor- 
responds with an old schedule in all the particu- 
lars noted it cannot be in effect until due to 
46 



leave its initial station after the new time-table 
takes effect; in this case that would be at 1 a. 
m. the 17th. 

If No. 1 of the 15th was due to leave its ini- 
tial station at 1 a. m. and arrive at its terminal 
at 3 a. m. a new time-table takes effect at 4 p. m. 
showing No. 1 due to leave its initial station at 
6 p. m. and to arrive at its terminal at 8 p. m» 
In such a case No. 1 could not run on the new 
time-table for the reason that the old schedule 
would be over 12 hours late before the new time- 
tabel took effect, so there would be no train to 
assume the schedule, and because one schedule 
of that number had been in effect over the 
entire division for that day no other schedule of 
that number could be in effect for that date. If, 
however. No. 1 on the new time-table was due 
to leave its initial station on the new time-table 
at, say, 5 a. m.. if the schedules corresponded as 
required then No. 1 of the old time-table could 
assume the new schedule, whether or not it had 
been started from its initial station. Or in case 
there was two sections on No. 1, the first one 
being on the road and the second one not out of 
its initial station when the new time-table took 
effect, the second one could wait until 5 a. m. 
and leave on the new time-table as second sec- 
tion and the first one could assume the new time- 
table on the road when the schedule became 
due, and display signals as before. 

On certain subdivisions, the time-table should 
apecify from what station trains take their date. 
47 



Two Questions. — Train No. 341 runs "Daily 
^except Sunday" and is scheduled to leave A at 
11:50 p. m. March 10th and arrive at P at 12:37 
a. m. March 11th. A new time-table takes eifect 
March 11th at 12:01 a. m. There is no change 
in the time of No. 341 except that it is "Daily." 
It is due at C at 12:01 a. m. The question is, 
can No. 341 take the corresponding number on 
the new time-table and proceed or does the "day 
of leaving" in rule 4 void the schedule for that 
date? 

Some of the men think that a train of the old 
time-table which is not represented on the new 
time-table can proceed under rule 82 on the old 
time-table after the new time-table takes effect 
«nd make its run? 

Answer. (1) If the schedules correspond as 
required, that is if the initial and terminal sta- 
tions are the same and if class is the same, then 
No. 341 will assume the new schedule at 12:01 
a m. March 11th and proceed on the new sche- 
dule. "Day of leaving" means simply the date 
of the schedule out of its initial station. When 
day of leaving is applied to a train it means the 
day on which the schedule on which the train 
is moving was due to leave its initial station. So 
a correspondence as to "day of leaving" as re- 
ferred to in Rule 4 means that the schedule of 
the old time-table which authorized the move- 
ment of the train which is on the road at time 
of change must correspond with the date of the 
new schedule which the train is to assume. In 
48 



this case the train was due out of its initial 
station on March 10th and its day of leaving was 
therefore March 10th; the new schedule was due 
out of its initial station on March 10, so the 
correspondence is correct and the train may as- 
sume the new schedule. 

A. (2) The new time-table supercedes the 
old time-table and therefore a train of the old 
time-table which is not represented on the new 
time-table is dead the instant the new time-table 
takes effect for the reason that Rule 4 is a 
special rule applying to the taking effect of time- 
tables and it therefore takes the place of Rule 
82 at that time; Rule 82 governing movements 
at all other times. 

CRITICISM. — "A train authorized by the pre- 
ceding time-table" can only mean one which was 
then in the territory controlled by such preced- 
ing time-table. But the rule is intended to also 
include an overdue train not then in such terri- 
tory. 

"Day of leaving" is confused with heading of 
schedule which shows days on which the sche- 
dule is effective. 

The second paragraph fixes the date of a 
schedule but fails to conform to the wording, 
*'Day of leaving" as referred to in the first sen- 
tence. This results in much misunderstanding. 

The last paragraph in its present form re- 
futes the authority of the first sentence which 
permits a train to assume the new schedule, 
thereby acknowledging that two schedules are 
49 



to be in force on the same day. What it really 
means is that but one schedule of the same num- 
ber and date can be used on the same part of a 
division. 

Rule 4 is a great improvement upon the form- 
er rule in some respects, but too much of it is 
left to inference. The rule states that schedules 
take effect at the leaving time at their initial 
station, but when a schedule corresponds 1b 
number, etc., a train may retain its orders and 
assume such schedule. It will be noted that the 
rule does not state that such schedule shall be in 
effect. We regret that the rule does not state 
definitely that such schedule will take effect the 
moment the new time-table takes effect, for that 
is exactly what the rule is intended to mean. 

We hold, and with reason, that an order to 
assume a schedule does not and should not, 
make such schedule valid unless the rule say» 
that it shall be in effect, for the assuming of a 
schedule is one thing and its validity quite 
another. For example: The train dispatcher 
may issue an order for some engine to run as 
No. 1, but if the schedule of No. 1 is more than, 
twelve hours over-due or is invalid for any 
reason the engine cannot assume the schedule 
notwithstanding the fact that it holds an order 
to do so; for this reason it must be plain to any- 
one that an order to assume a schedule must not 
be construed as an order giving such schedule 
life. In the case under consideration the rule 
declares that schedules shall take effect at their 
50 



leaving time and this makes it necessary that the 
leaving time be after the time-table is in effect. 

In view of the serious nature of the rule and 
its effect on opposing trains, the time when a 
schedule takes effect should be more clearly de- 
fined. Those who constructed this rule should 
have remembered that opposing trains, as well 
as the train directly concerned must know exact- 
ly what other schedules are good and what are 
not, and with the many requirements named by 
this new rule and with the number of things 
which are left entirely to inference, the rule lays 
a very heavy burden upon trainmen. 

The last paragraph of the rule makes it im- 
possible for more than one schedule of the same 
number and day to be in effect on any division. 
Under this last paragraph how is a train to as- 
sume a corresponding schedule, even though we 
admit that the authority to assume a schedule 
makes it valid, for the old schedule having been 
in effect makes it impossiible for the new 
schedule to go into effect on that division on 
that day, unless the last paragraph of this rule 
is interpreted to mean that only one schedule 
at a time shall be in effect. If this latter inter- 
pretation is put on the rule then there is noth- 
ing in it to prevent seven or eight schedules from 
being effective at different times during the day 
over the same portion of track. 

We have been told that the new schedule is 
a continuation of the old schedule, and therefore 
only one schedule is considered as having been 
51 



in effect during that day, but such an under- 
standing is too vague to be embodied in a rule. 
The words "assume" and "corresponding sche- 
dule" used in the rule are in themselves evidence 
sufficient to prove that the new schedule was not 
considered by them a continuation of the old. 

The paragraph really means that not more 
than one schedule of the same number and day 
shall be in effect over the same portion of a 
Division. That is it is intended to make the new 
schedule good from where the train of the old 
schedule picks up the new schedule. We hope 
this rule will be amended so as to say what it 
means. 

In place of the present Rule 4 we suggest a 
rule as follows: 

4. "Each new time-table, from the moment 
it takes eftect, supersedes the old time-table and 
its schedules take efiect on any division (or sub- 
division), at the leaving time at their initial 
stations on such division (or sub-division); ex- 
cept that when a schedule of the new time table 
corresponds in number, class, date of leaving, 
direction and initial and terminal stations with 
a schedule which was then in effect by the old 
time-table, it will take effect at once, subject to 
the provisions of Rule 82, and a train due on 
the Division (or sub-division) by the old time- 
table will assume the schedule of the same num- 
ber of the new time-table and retain its train 
orders. 

Schedules on each division (or sub-division) 
52 



date from their initial stations on such diviBion 
(or sub-division). 

But one schedule of the same number and 
date can be used on the same part of a division 
(or sub-division)." 

With a rule like the above very little is left 
to be inferred and the subject of date, is referred 
to as "date" in each case, instead of "day of 
leaving" and "day" and "date" as is done in 
the Code Rule. 

RULE 5. 

128. Q. How many times are shown on timfr> 
table at any station? 

A. Not more than two. 

129. Q. AVhen one is shown, what is it, If 
not otherwise indicated? 

A. Leaving time. 

130. Q. When two are shown, what are 
they? 

A. The arriving and leaving time, 

131. Q. Where does the time at a station 
apply? 

A. Unless otherwise indicated, the time a^ 
plies to the switch where an inferior train enters 
the siding; where there is no siding it applies to 
the place from which fixed signals are operated; 
where there is neither sidings nor fixed signals. 
It applies to the place where traffic Is received 
or discharged. 

53 



132. Q. How are schedule meeting or pass* 
ing stations indicated? 

A. By figures in full faced type. 

133. Q. When both the arriving and leaving 
time of a train are in full faced type what does 
it indicate? 

A. That both are meeting or passing times or 
that one or more trains are to be met or pass it 
between those times. 

134. Q. When a train takes a siding, extend- 
ing between two adjoining stations, to be passed 
by one or more trains, how will the schedule in- 
dicate this? 

A. The time at each end of the siding will 
be shown in full faced type. 

135. Q. Where there are one or more trains 
to meet or pass a train between two times or 
more than one train to meet a train at any sta- 
tion, how is attention called to it? 

A. (The Standard Code leaves the sign dis- 
cretionary; this sign will be found in Rule 5 of 
your book of rules.) 

EXPLANATION.— Rule 5 provides that not 
more than two times shall be given for a train 
at any station; where one is given it is, unless 
otherwise indicated, the leaving time; where two 
are shown they are the arriving and leaving 
time. Opposing inferior trains must consider 
that the leaving time applic;^; to the first entrance 
switch to the siding at each station. If there i» 
54 



more than one siding, or more than one switch, 
the time-table should be so arranged as to desig- 
nate the particular sv/itch that opposing trains 
must use and the time of a superior train would 
apply at such switch. 

B^or inferior trains running in the same direc- 
tion where the leaving time only is shown, the 
arriving time must be considered as being the 
leaving time at the preceding station. For ex- 
ample: No. 1, a first class train, is due to leave 
A at 1:10 a. m., B at 1:15 a. m., and C at 1:25 a. 
m.; an inferior train moving in the same direc- 
tion must clear No. 1 at B at 1:10 a. m., and at 
C at 1:15 a. m. Opposing trains of the same 
class must clear at B at 1:15 and at C at 1:25. 
Opposing trains of inferior class must clear Sve 
minutes before No. 1 is due at these stations, as 
before stated; so far as opposing trains are con- 
cerned the time of No. 1 applies at the switch 
where opposing inferior trains usually take 
siding. 

Where stations are over ten or twelve miles 
apart this arrangement would cause a great 
deal of unnecessary delay to inferior trains mov- 
ing in the same direction, and to overcome this 
dummy stations may be established between the 
regular stations, where time may be shown on 
the time-table so that the clearance of inferior 
trains would not necessarily be so long. In estab- 
lishing these extra stations all that would be re- 
quired would be a sign board with the name of 
the station on It. 

55 



In making time-tables the provisions of Rule 
5 should be fully considered, for In case the 
siding at any station is some distance in either 
direction from the station, it must be remem- 
bered that the time will apply at this siding and 
not at the station, and figures should be ar- 
ranged accordingly. 

In examining trainmen this point should be 
Impressed upon them, although it must be un- 
derstood that trains which take on passengers 
or freight at a station should not leave such sta- 
tion ahead of schedule time. 

Where but one time is shown at a station for 
a train, it is the leaving time, unless otherwise 
provided, and the leaving time does not govern 
or control the arriving time at all, the idea 
being that No. 301 is due to arrive at B as soon 
as it is due out of A. That is to say, when no 
arriving time is shown and an arriving time 
must be figured on, such arriving time must be 
considered as being the leaving time at the pre- 
ceding station. 

In short, this rule is the authority upon which 
time-table schedules are constructed and it also 
governs the application of the time shown on 
Buch schedules. Suppose that No. 55, an In- 
ferior train, leaves A to go to B for No. 2. The 
Biding at B is located one-half mile beyond B in 
the direction of C. No. 2 is a local passenger 
train which stops regularly at B. A common 
error in such cases is to suppose that the time 
Bhown on the schedule of No. 2 at B applies at 
56 



the station; but such is not the case. It applies 
at the switch one-half mile toward C from B. 
From this it can be seen that it is of great im- 
portance that this point should be thoroughly 
understood, otherwise No. 2 might pass the 
switch before No. 55 arrived and collide with 
No. 55 between B station and the siding. 

In some cases the station is located near the 
crossing of some other road and the operator at 
Buch crossing operates signals, while there are 
no signals at the station which is a half mile or 
more distant. In such a case if there are no 
Ridings at the station the time applies at the 
crossing and not at the station. This interpre- 
tation is authorized by Rule 5, but because the 
public is not expected to figure upon this point, 
in case of a passenger train, trainmen should be 
careful not to pass the station or the crossing 
before the time shown on the schedule. 

In my opinion the rules should be so revised 
as to state that where no arriving time is given 
a first class train may arrive at a station five 
minutes in advance of its schedule leaving time, 
and a second or inferior class train may arrive 
at a station twenty minutes ahead of its leaving 
time. With such an arrangement trainmen 
would not be required to guess at the probable 
arriving time of a train. 

A. R. A. RULING. 

Question 1. The schedule leaving time of 
train 800 at Dover, a terminal station, is 1 : 10 pL 

57 



m. The schedule arriving time of train 801 at 
Dover is 1:10 p. m. Is Dover a regular meet- 
ing or passing point for those two trains and 
is it to be indicated on the time-table in full 
faced type? Trains 800 and 801 are first class 
trains, No. 800 being the train of superior right.. 

2. The schedule leaving time of train 800 
being 1:11 p. m. and the schedule arriving time 
of train 801 being 1:10 p. m., is Dover still to bo 
regarded as a regular meeting or passing point 
and full faced type used? If the response to the 
second query be "yes," then what difference in 
the leaving and arriving times will warrant us 
in regarding Dover as no longer the regular 
meeting or passing point? 

Answer. In response to the first question, 
the committee's answer is "yes," and to the sec- 
ond question, "no." 

Question. Under the Standard Code of Train 
Rules, can a light engine running as first sec- 
tion of regular train No. 2 (a mixed train) b© 
given an order by the dispatcher to run ahead 
of time? 

Answer. The Standard Code does not provide 
for the running of a regular train ahead of time. 
In the opinion of the committee, the practic* 
should not be permitted. 

Ruling 1905. 

RULE 6. 

136. Q. How are regular stops, flag stops Mid 
meal stops indicated? 

58 



A. "S" for regular stop, "P" for flag stop 
and a paragraph sign for meal stops. 

137. Q. What do "L" or "A" indicate? 

A. "L" indicates leave; "A" arrive. 

138. Q. What does *'S" indicate? 

A. Regular stop. 

139. Q. What does "f" indicate? 

A. Flag stop to receive or discharge passen- 
gers or freight. 

140. Q. What does a paragraph sign indi- 
cate? 

A. Stop for meals. 

EXPLANATION. — This rule governs the use 
of special markings on the time-table which are 
used to indicate certain movements. The char- 
acters are generally used as prefixes to the 
schedule time. 




59 



Signal Rules 



RULE 7. 

141. Q. With what appliances must em* 
ployes, whose duty it is to give signals, he pro- 
vided, and when should they be ready fop use? 

A. With proper signal appliances ready for 
immediate use. 

EXPLANATION. — Care should be taken to 
see that signals are in good condition. They 
must not be dirty or faded to such an extent that 
the indication cannot be clearly given. 

Those giving signals must locate themselves 
so as to be plainly seen. Signals must be given 
in the prescribed manner. All trainmen must 
use great care to avoid taking the wrong signal,, 
and should not move unless they are sure the 
signal given is for them. 

Trainmen and others must be on the lookout 
for signals and be prepared to act if necessary. 
This is specially true of passenger train em- 
ployes, in case air should give out. 
60 



RULE 8. 

142. Q. What signals are used by day, and 
what signals at night? 

A. Flags of the prescribed color must be 
used by day and lamps of the prescribed color 
at night. 

EXPLANATION. — Promptness and exactness 
in the use of signals is of great importance. Care 
should be exercised to keep both day and night 
signals clean and in perfect order. 

RULE 9. 

143. Q. When are night signals to be dis- 
played? 

A. From sunset to sunrise; also when 
weather or other conditions obscure day signals. 

EXPLANATION. — Whenever weather or 
other conditions obscure day signals, night sig- 
nals must be displayed in addition to the regu- 
lar day signals. 



61 



Visible Signals 



RULE 10. 

150. Q. What does red signify? 

A. Danger; stop. 

151. Q. What does white signify? 

A. Safety; proceed; and for other uses pre- 
scribed by the rules. 

152. Q. What does green signify? 

A. Caution; proceed with caution; and for 
other uses prescribed by the rules. 

153. Q. What does green and white, when 
shown together, signify? 

A. Flag stop for passengers or freight. 

154. Q. What does blue signify? 

A. That cars thus protected must not be 
moved. 

EXPLANATION. — The Standard Code leaves 
the color signal "Proceed" and "Caution" dis- 
cretionary with each road to use the color it 
may prefer. Some use green for "Proceed" and 
62 



yellow for "Caution." The Train Rules Com- 
mittee of the American Railway Association 
originally recommended white for "Proceed" 
and green for "Caution" as indicated by ques- 
tions No. 151 and No. 152. Some roads use 
other signals for these purposes and this fact 
must be taken into account when passing ex- 
aminations. 

RULE 11. 

155. Q. When may a red fusee he passed? 

A. Not until burned out. 

158. Q. When a green fusee is used what 
Is it? 

A. A caution signal. 

EXPLANATION. — Care should be taken in 
throwing fusees to see that they do not fall near 
wooden structures on account of the danger of 
fire. They should be placed to the right of the 
track in the direction of movement. 

A green fusee is a caution signal and may be 
passed, but the train passing it must proceed 
with caution, expecting to receive a stop signal 
or to overtake another train. 



63 



Hand, Flag and Lamp 
Signals 



RUIiE 12. 

157. Q. What is the hand, flag or lamp sig- 
nals for stop? 

A. Swung across the track. 

157. Q. Fop Proceed? 

A. Raised and lowered vertically. 

158. Q. For Back? 

A. Swung vertically in a circle at half-arm's 
length across the track when train is standing. 

159. Q. For Train Parted? 

A. Swung vertically in a circle at arm*8 
length across the track when train is running. 

160. Q. To apply air? 

A. Swung horizontally above the head when 
train is standing. 

161. Q. To release air? 

A. Held at arm's length above head when 
train is standing. 

64 



EXPLANATION. — The above signals are mo- 
tion signals, as the indication depends upon the 
movement which is given the signal. Care 
should be used in giving these signals as the 
speed at which a signal is given indicates how 
it should be obeyed. If given rapidly, move 
rapidly; if given slowly, move slowly. Care 
should be used to give the signals exactly as re- 
quired by rule. 

RULE 13. 

162. Q. When any object is waved violently 
by anyone on or near the traclt, how should it b© 
considered? 

A. A signal to stop. 

EXPLANATION. — Sometimes persons not em- 
ployed by the railway see a condition of danger 
and try to warn an approaching train. It was tt> 
cover such cases that Rule 13 was framed. 




Audible Signals 



RULE 14. 
Engine Whistle Signals. 

163. Q. What is the signal to stop and ap- 
ply brakes? 

A. One short blast of whistle. 

164. Q. What is signal to release brake? 

A. Two long blasts of the whistle. 

165. Q. What is the engineman's signal for 
the flagman to go back and protect the rear of 
train? 

A. One long and three short blasts of 
whistle. 

166. Q. What is the signal to call flagmaB 
from south and west? 

A. Pour long blasts of whistle. 

167. Q. What is the signal to call in flag- 
man from north and east? 

A. Five long blasts. 
66 



168. Q. What is the signal from engine that 
train has parted? 

A. Three long blasts of whistle. 

169. Q. Should tliis signal be repeated and 
liow often? 

A. Yes; until answered. 

170. Q. What signal does the engineman use 
to answer a visible signal that train has parted? 

A. Three long blasts of whistle. 

171. Q. What is the signal from trainmen to 
answer a signal from engineman that train has 
parted? 

A. Hand, flag or lamp swung vertically in a 
circle at arm's length across the track. 

172. Q. What signal is used to answer any 
signal not otherwise provided for? 

A. Two short blasts of whistle. 

173. Q. What is the signal to back when 
train is standing? 

A. Three short blasts of whistle. 

174. Q. What is three short blasts of th© 
steam Avhistle used for when train is running? 

A. Answer to conductor's signal to stop at 
the next station. 

174. Q. What is the answer to hand, flag or 
lamp signal to back? 

A. Three short blasts of whistle. 
67 



175. Q. What is the engineman's call for 
signals from switch tenders, watchmen, train- 
men and others? 

A. Four short blasts of whistle. 

176. Q. What is one long and two short 
blasts of the steam whistle used for? 

A. To call the attention of yard engines, ex- 
tra trains or trains of the same or inferior class 
or inferior right, to signals displayed for a fol- 
lowing section. 

177. Q. What is the signal for public cross- 
ings at grade? 

A. Two long and two short blasts of whistle. 

178. Q. What is the signal for approaching 
stations, railroad crossings and junctions aft 
grade? 

A. One long blast of whistle. 

179. Q. What is a succession of short bla«tii 
of the whistle? 

A. An alarm for persons or cattle on track, 

EXPLANATION. — Care should be taken to see 
that signals are correctly given, and infractions 
of these rules should receive prompt attention. 
Special care should be used in giving whistle 
signals in stormy weather. The signals should 
be clear and distinct, and with intensity and 
duration proportionate to the distance the sig- 
nal is to be conveyed. 

Signal 14K refers to trains which are made 
superior by train orders as well as to trains 
68 



of the same or inferior class. Should a train 
fail to answer this signal the train giving it 
should immediately stop and not proceed until 
the signal is acknowledged. 

Rule 14C is not intended for ordinary use in 
the operation of trains, but is intended for use 
when the engine crew know of a situation which 
the train crew might not otherwise know. 

The fixed signals are not to be answered by 
the engineman, but all other signals given to 
stop a train whether by hand, lamps, flag, fusees 
or torpedoes, should be answered by two short 
blasts of the steam whistle, unless the rules 
specially provide for some other answer. 

CRITICISM. — Rule 14K of the Standard Cod© 
is one that, in our opinion, could be dispensed 
with. If it is desirable at all that a whistle sig- 
nal be used on double track in connection with 
signals carried for a following section, such sig- 
nal should be given to trains in the opposite as 
well as to trains moving in the same direction, 
for these opposing trains may have occasion to 
cross over to do work. 

On single track the operation of the rule is 
not uniform, as it provides an auxiliary signal 
for those who ought not to require it and leaves 
the weaker points that are directly affected by 
signals displayed, open. For example: There 
are usually five men on a train to observe sig- 
nals while at junction points; where the oper- 
ator or switchman is required to register trains, 
69 



there is but one man. The rule does not give 
this one man the benefit of the auxiliary signal, 
if such signal can be called a benefit, but it does 
furnish an auxiliary signal for the five men. 

We think this rule is one of the poorest in 
the Standard Code and believe it should be dis- 
pensed with altogether, as it has a tendency to 
lead trainmen to depend on the audible signal 
instead of the visible signal, as it requires less 
effort on the part of trainmen. There is also 
grave danger that this audible signal will be- 
come the principal signal and as it is purely a 
matter of memory with the enginemen of the 
train which is displaying signals in each case, 
it might be very easily overlooked by him, and 
as a matter of fact, it has been overlooked a 
great many times. With the visible signal the 
situation is somev/hat changed, as there is a 
permanent feature about it, and the only ones 
required to remember are the trainmen who are 
directly interested in knowing what signals are 
displayed. Another bad feature of the rule is 
that it requires a great amount of whistling on 
a busy railroad, and this whistling is very an- 
noying to passengers, especially at night. 

Where this rule is in force it should be obeyed 
fully as it is of the greatest importance that this 
signal be given on account of the dependence 
which is placed on it. 



70 



A. R. A. RULING. 

We have recently bad a bad accident that oc- 
curred through an engineman overlooking his 
meeting orders and inability of the conductor to 
6top the train. * * * Feeling the necessity 
for a rule requiring communication between 
conductors and enginemen of passenger trains, 
1 have prescribed the following for use on our 
lines. * * * ^ and I would bring to the 
attention of the Association the necessity of in- 
corporating some such signal in the Code Rules: 
^'Conductors of passenger trains, when ap- 
proaching meeting points, whether by schedule 
or train order, must in all cases give two long 
and one short blast of the air whistle, as notice 
to the engineman that the train is approaching 
a meeting point, and the enginemen must 
promptly acknowledge his understanding of the 
same as provided in Rule 14G." 

Answer. Rules supplementary to the Code 
may be formulated by railways upon which the 
conditions of the service are not fully met by 
the Code Rules, when such supplementary rules 
are in accordance with the principles of the Code. 
The committee does not deem it wise to incorpor- 
ate in the Code rules which are of special appli- 
cation to the requirements of particular rail- 
ways, and objectionable for use on other rail- 
ways, upon which it may be advisable to provide 
for conditions in a different manner. 
Ruling March 19, 1902. 
71 



Q. If No. 23 a second class train which is dis- 
playing signals for a following section receives 
a train order to meet No. 4 at B, and no sec- 
tions of No. 23 are mentioned. . Is it not as im- 
portant in such a case that whistle signal 14k be 
given to a train of superior class as to a train 
of the same or inferior class? No. 4 is a first 
class train. 

A. Whistle signal 14k is merely an auxiliary 
requirement, and the identity of trains is not 
dependent thereon; therefore it is non-essential, 
and might be dispensed with altogether without 
jeopardizing safety of operation. In the opinion 
of the Committee it would be objectionable to 
extend its application to superior trains, for the 
reason that the great increase in whistling that 
would result therefrom would be seriously an- 
noying to passengers particularly at night. 

In framing Rule 14k the Committee relied 
upon the provisions of Rule 218, which, in the 
case referred to, would require the conductor of 
No. 4 to find out and meet all the sections of No. 
23. — March 8, 1901. 

Q. In connection with the general train and 
interlocking rules, as approved by the board of 
railway Commissioners for Canada, July 12thf 
1909, I wish to draw your attention to Rule 20, 
train signals: "All sections, except the last will 
display two green flags, and, in addition, two 
green lights by night, in the places provided 
for that purpose on the front of the engine.'* 

Also to part of Rule 31, "Use of Signals: 
72 



"Signal 14k must be sounded by a train dis- 
playing green signals for a following section, to 
call attention of extra trains or trains of the 
same or inferior class or inferior right to signals 
displayed, and must hear the answer 14 (o), or 
stop and notify them of green signals displayed." 

We had a case recently where a regular pas- 
senger train was running in two sections, the 
first carrying green signals. An extra freight 
train, which was in a siding at a nontelegraph 
station to clear the regular passenger train, pro- 
ceeded after the first section passed, the crew 
claiming that they did not observe any green 
signals on the passenger train, nor did they hear 
whistle signal 14 (k). The engineer on the 
passenger train claimed that he did give signal 
14 (k), and that his fireman told him that he 
noticed steam escaping from the whistle of the 
engine in the siding as though they were an- 
swering the signal, but neither the engineer or 
the fireman heard the whistle. 

We have positive evidence that both signals 
were burning on the regular passenger train 
several stations beyond the point where they met 
the freight. We also have positive proof that 
one of the signals was not burning at a station 
beyond the point where the freight train was on 
the siding. 

It is clear, of course, that the crew on the 

passenger train neglected to either hear this 

answer to their signal 14 (k), or stop and notify 

the crew of the freight that they are carrying 

73 



signals. It was also the duty of the crev/ in the 
siding to observe closely and see whether signals 
were carried. 

In the event of signals on a section being ob- 
scured or going out, we are depending entirely 
on the engineer to give signal 14 (k) and getting 
the answer, or stopping and notifying the crew 
on the siding that signals are carried, to prevent 
what might be a very serious accident. 

To overcome this apparently weak point, 1 
would be glad to have your opinion as to the 
method of carrying signals on all regular trains 
when there is only one section, and when moro 
than one section signals to be carried only on 
the last section. By this means, if the signals 
fail or the men fail to give warning, the worst 
that can happen is delay to the train, that might 
be on the siding. 

A. The Committee considers Standard Code 
train rules Number 20 and 14 amply sufficient 
lor the safe movement of trains when run In 
sections, and that success with rule 20, as with 
other rules of the Code, depends upon its being 
obeyed. It does not feel warranted in express- 
ing an opinion concerning a practice which has 
not met with the formal sanction of the Ameri- 
can Railway Association, and would further sug- 
gest that the practice which it is proposed to sub- 
stitute for the Standard Rule is not supported by 
sufficient trial or experience to justify the com- 
mittee in recommending its use or adoption. — 
April 18, 1911. 

74 



RULE 15. 

180. Q. What does the explosion of one toi> 
pedo indicate? 

A. Stop. 

181. Q. What does the explosion of two tor- 
pedoes not more than 200 feet apart indicate? 

A. Reduce speed and look out for stop sig- 
nal. 

EXPLANATION. — Torpedoes should not be 
placed near stations or crossings or where peo- 
ple pass them. This for the reason that there is 
grave danger of injury to persons who may he 
close to the track when torpedoes are exploded. 

Torpedoes should never be depended upon to 
stop trains for the reason that they may become 
dislodged either by accident or intentionally by 
some person passing. 




T5 



Communicating Signals 



RULE 16. 

182. Q. What does two blasts of air whistle 
Indicate when train is standing? 

A. Start. 

183. Q. What does two blasts of air whistle 
indicate when train is running? 

A. Stop. 

184. Q. What does three blasts of air whistle 
indicate when train is standing? 

A. Back. 

185. Q. What does three blasts of air whistle 
indicate when train is running? 

A. Stop at next station. 

186. Q. What does four blasts of air whistle 
indicate when train is standing? 

A. Apply or release brakes. 

187. Q. What does four blasts of air whistle 
indicate when train is running? 

A. Reduce speed. 

76 



188. Q. What does five blasts of air whistle 
indicate when train is standing? 

A. Call in flagman. 

189. Q. What does five blasts of air whistle 
indicate when train is running? 

A. Increase speed. 

EXPLANATION. — The signal to apply brakes 
when testing brakes should be given from for- 
ward car, and the signal to release brakes should 
be given from the rear car; this will test as to 
whether the signal is working properly. 

Some years since the Association adopted two 
short pulls of the cord as a signal to start the 
train when standing, and retained the same two 
short pulls to stop the train when running. The 
argument was given that one pull given accident- 
ly, as by a trunk being stowed in a baggage car, 
or by an unauthorized person, would cause the 
engineman to start the train and perhaps injure 
someone. The fact, also, that one blast may re- 
sult from turning the angle cock after coupling 
the hose had a bearing on the decision. It has 
been contended that these conditions could have 
heen met by requiring the one pull to start to be 
confirmed, when practicable, by a hand or lamp 
signal before being acted upon by the engine- 
man, who would look back upon hearing the 
sound. 

CRITICISM.— The objection to having the 
same signal for starting and stopping is the con- 
fusion that may result in the doubtful moment 

77 



when a train is just pulling out. If the proceed 
signal is given before the engineman is ready, he 
may be just opening the throttle when the train- 
man repeats the signal thinking that it has not 
been heard the first time. The engineman then 
may not know whether to stop or to keep on. 
Again, the trainman may be wanting to stop th© 
train to avoid dragging someone. The engine- 
man, thinking it a repetition of the proceed 
signal which he has been slow in obeying, may 
keep going and an avoidable personal injury 
result. 



IS 



Train Signals 



Rule 17. 

190. Q. What signal must be provided on the 
front of a train after sunset? 

A. A head-light. 

191. Q. When should head-lights on engine* 
be covered? 

A. When a train turns out to meet another 
and has stopped clear of main track, or is stand- 
ing to meet trains at the end of double track 
or at junctions. 

102. Q. Should head-light be screened be* 
fore train is clear and switches right? 
A. No. 

193. Q. In case there are t\vo trains at a 
station for an opposing train and the second 
train cannot clear account siding too short, will 
they depend for protection on the head-light 
of the leading train not being screened? 

A. Certainly not. A flagman should be sent 
79 



out immediately by the second train to give full 
protection. 

194. Q. Why then should the head-light of 
the leading train be left unscreened? 

A. Because the train cannot properly be con- 
sidered clear of the main track as the main track 
switch remains open for the second train. When 
the switches are properly closed and not before, 
may the headlight be screened. 

EXPLANATION. — It is held by some that 
where more trains are at a station to meet an 
opposing train than the siding will hold, that 
the leading engine should screen its head- 
light so as not to blind the engineer of the ap- 
proaching train. But we think that it is doubt- 
ful that it would interfere with the vision of the 
engineman on an approaching train to any great 
extent and the head-light itself is an indication 
that the train is not clear, so that the approach- 
ing train must needs be moving with caution 
prepared to stop at the switch. Should leading 
train cover its head-light, the opposing train 
would approach at a much higher rate of speed, 
and the flagman from the following train might 
be much less effectual, than the head-light of 
leading train, in keeping the speed of the ap- 
proaching train at a safe rate. It is our opinion 
that when there are more trains at a meeting 
point than the siding will hold, the head-light 
of the leading engine should not be concealed. 
80 



A. R. A. Ruling. 

Q. Is it supposed to be understood that yard 
engines will conceal their head-lights when 
they are working on tracks in yards adjacent to 
the main track? I do not find where this ques- 
tion has been discussed and will thank you for 
any information you can give me on the subject. 
We have discussed the question several times 
at oui* local meetings but are undecided whether 
head-lights of switch engines in yards should be 
concealed or not. 

Answer. Yard engines under the rules are 
not required to conceal the head-lights in yards. 
—Ruling Sept. 24, 1900. 

Rule 18. 

196. Q. What signals must yard engines 
display after sunset? 

A. Head-light at front and rear, or two 
white lights. 

197. Q. Do yard engines display markers? 

A. No. 

197a. Q. Must yard engines display mark- 
ers when running on main track within yard 
limits? 

A. No. 

EXPLANATION. — A yard engine is an engine 
assigned to yard service and WORKING WITH- 
IN YARD LIMITS. No markers are used when 
81 



within yard limits and yard limits include main 
track unless the limit specifications specially 
state to the contrary. If a yard engine, so 
called because of being used in a yard, should 
run over the road outside of yard limits, 
it would become a train and would be required 
to display markers. Yard engines will not dis- 
play markers when on main line in yard and 
signalmen must use good judgment within yard 
limits when engines pass and also yard men 
must be careful that the whole of a "pony dose" 
passes with the engine, or make arrangements 
to notify signalmen. 

Yard engines do not observe all train rules 
when moving on main track within yard limits 
as rule 93 releases them from so doing. 

A yard engine is not considered a train within 
the meaning of the rules. A train which is given 
right over all trains must never consider such 
order as giving it right over yard engines. In 
such cases it must be governed by the regula- 
tions for such train through yard limits. 

A. R. A. RULING. 

Q. Our suggestion is that Rule 18 should 
read as follows: "Yard engines will display a 
reflecting light to the front and rear by night. 
When not provided with a reflecting light at the 
rear, two white lights must be displayed. .Yard 
engines will not display markers." We think 
this suggestion is better than to say, "Display a 
82 



head-light to the rear." At least this is tlie way 
we propose to publish it in our new Book of 
Rules. 

Answer. The term "head-light" as used in 
rule 18 is simply employed in its technical sense, 
and is intended to describe a pattern of lamp, 
and not the special direction in which the light 
may be displayed. 

Rule 19. 

198. Q. What are markers? 

A. Green flags by day, and by night a green 
light to side and front, and red light to rear. 

199. Q. Where are markers displayed? 

A. At rear of train. 

200. Q. What do markers indicate? 

A. The rear end of a train. 

201. Q. If, while at a meeting or passing 
point, a train meets or passes you without dis- 
playing markers, what would you do? 

A. This would indicate that the train had 
parted. I would signal passing train and re- 
main clear until rear portion passed. 

202. Q. When a train is clear of main track 
what change must be made in the markers? 

A. Green lights must be displayed to the 
front, side and rear. 

203. Q. When must the signal be again dis- 
played? 

83 



A. When the train is about to return to tlia 
main track. 

203a. Q. If a train passed with caboose, but 
BO markers displayed, what action should be 

token? 

A. Such a condition would indicate that mor© 
than one caboose was on the train and that the 
one displaying markers had broken off the train. 
The passing train should be stopped, or if not» 
then the dispatcher should be notified. 

EXPLANATION. — The rules require every 
train to display markers for the purpose of in- 
dicating the rear end of the train, not alone for 
the protecting of trains which are met but for 
follow^ing trains as well. A complete train must 
have markers in every case, otherwise trains 
meeting such train must remain for the markers 
to arrive. When a train is clear of the main 
track it must display green lights to the front, 
side and rear end as markers, so that a train 
moving in the same direction, approaching, will 
not be stopped by the red signal. 

In short markers are used to indicate the rear 
end of a train, so that opposing train can know 
that they have met the complete train, also to 
enable following trains to locate the train ahead. 

A. R. A. RULING. 

Under the rules providing that signals shall 
be displayed one on each side of the rear oi 
84 



every train as markers to indicate the rear of 
the train, is it proper or not to display markers 
on both the caboose and the helper of trains to 
which helpers are attached to the rear? 

Answer. — To ansv/er the question specifically 
depends upon what the helper is. If the helper 
is running as an extra train, then both the train 
which it is assisting as well as the helper must 
display markers and also class signals. If, how- 
ever, the helper is without train orders and 
couples in as a part of the train which it is 
helping, then the markers must be displayed 
upon the helper and not upon the caboose of the 
train which it is assisting. Markers displayed 
upon the helper and upon the caboose would in- 
dicate that there were two independent trains 
closed up. — Ruling 1908. 

Rule 20. 

204. Q. When traims are run in sections, 
what signals must all sections except the last 
display on the front of the engine? 

A. Two green flags and in addition two green 
lights by night. 

205a. Q. How many sections may be run on 
a schedule? 

A. Any number desired. 

EXPLANATION. — A section has no authority 
to use the track ahead of the signals which are 
displayed on a leading section for it. Any num- 



l)er of trains can be run on the same schedule 
by displaying signals as required, and each sec- 
tion has the full time-table authority of that 
schedule. 

CRITICISM. — In our opinion Rule 20 should 
be so worded as to arrange for the last section 
of a train to carry a distinctive signal, for the 
reason that accidents have occured on account 
of the last section being taken for another train. 
For example: No. 2 is due to leave terminal at 
1:00 a. m. and No. 4 at 2:00 a. m.; No. 1 was 
given orders to meet second No. 2 at C; it had 
no orders on the first section and went to D (a 
blind siding) and got clear for first No. 2, ex- 
pecting first No. 2 to be on time and that it 
would have ample time to make C for No 4. 
After No. 1 had waited for some time a train 
passed displaying signals; this was taken for 
No. 2; shortly after this another train passed 
without signals, and as No. 4 was then due it was 
taken for No. 4, and as No. 1 held orders against 
second No. 2 it proceeded, meeting first No. 2 
between stations. Investigation developed the 
fact that there were two sections on No. 4 and 
it was 1st and 2nd No. 4 that No. 1 met at D. 
First No. 2 had become disabled at C and first 
and second No. 4 had passed it there. Had the 
rule required the last section to display a dis- 
tinctive signal there would have been no chance 
for accident. We recommend that the last sec- 
tion of a train carry a signal half blue and half 
86 



white, the upper part to be blue and the lower 
part to be white. Where identification cards are 
exchanged this precaution is unnecessary. It has 
been suggested that regular trains carry a sched- 
ule fulfilled signal. We do not think this plan 
would be of much value unless there was a dis- 
tinctive signal used on a last section. For ex- 
ample: White could be used as a schedule ful- 
filled signal where only one train is run on a 
schedule, and for the last section run on schedule 
a combination blue and white could be used, this 
to avoid complications as above. 

In case a schedule fulfilled signal is adopted 
extra trains would not need to display any sig- 
nal. The first section of a regular train should 
display green signals as at present. Those who 
favor a schedule fulfilled signal, argue that it 
would be a positive indication that all trains of 
a certain schedule have gone, instead of the 
negative information conveyed by the absence 
of a signal. We are inclined to the opinion that 
if a signal could be observed, that the absence 
of such signal would be as readily detected. 

The object of a distinctive signal carried by 
the last section of a schedule train as we have 
suggested, is identification, and there is real 
need for it on roads that do not use identifica- 
tion cards. 

RULE 21. 

205. Q. What do two white flags by day, and 
in addition two white lights by night, carried on 
the front of an engine, indicate?? 

87 



A. An extra train. 

206. Q. When must the white signal of axi 
extra be removed? 

A. When it has reached the end of its rutt 
and is clear of the main track. 

EXPLANATION. — All extra trains must dis- 
play the tvhite signals as indicated. These sig- 
nals are to be placed in the same location on the 
engine as the green signals, which are used for 
a following section. 

RULE 22. 

207. Q. When two or more engines are 
coupled together and carrying signals, should 
each engine display the signals? 

A. No; only the leading engine. 

208. Q. W^hen two or more engines are 
coupled together and running backward as a sec» 
tion of a train carrying signals for a following 
section, which engine will display markers and 
which engine classification signals? 

A. The leading engine must display classi- 
fication signals in the place provided for them, 
near the headlight; the rear engine will display 
markers in the place provided for them, on the 
pilot. 

EXPLANATION. — When two or more engines 
are coupled together the leading engineman 
should sound the signals and operate the air. 
88 



The leading engine, in case of an extra, gives its 
number to the extra, and orders addressed to 
this train should be addressed to the leading en- 
gine, because the train is identified by this en- 
gine. Each engineman must, however, have 
copies of all clearances and train orders. 

Should the leading engine be detached so that 
its connection with the train might not be un- 
derstood, proper precaution must be taken to 
prevent any misunderstanding by opposing 
trains. Whenever the leading engine is discon- 
tinued the signals must be transferred to the 
remaining engine immediately. 

A. R. A. RULING. 

Question. Referring to rule in the Standard 
Code which provides that when two or more en- 
gines are coupled, the leading engine only shall 
display the signals, except on grades where 
helping engine becomes the leading engine, 
where signals will also be displayed on the help- 
ing engine. This raises the question if the lead- 
ing engine displays signals and does not display 
a rear end, would it not come under the head 
of a parted train, as the second engine would 
display signals and also rear end? On the other 
hand, if the helping engine displays signals and 
a rear end, we have two sections on the one 
schedule, while the time orders, etc., would per- 
haps indicate a first and second section as the 
case may be; or, further, there might be three 
89 



sections on the train, which would lead to a mis* 
understanding on the part of the trainmen, they 
Hguring that the helping engine was one section, 
the train which it was helping the second, etc. 

Answer. The Committee on Train Rules does 
not attempt to answer questions based upon a 
modification or departure from the Standard 
Code rules. The question is apparently occa- 
sioned by some modification of Rules 21 and 
22, and the Committee on Train Rules suggest* 
a strict adherence to the Standard Code forms, 
which are fully ample and sufficient to cover 
such a situation as presented by this question, 
with its corresponding difficulties. 

RULE 23. 

209. Q. If an extra train passes with only 
one white flag displayed, how will it be re- 
garded? 

A. The same as if two were displayed. 

210. Q. If a section passes with only one 
green signal on engine, how will it be re- 
garded? 

A. The same as if two were displayed. 

211. Q. Is the proper display of signals re- 
quired? 

A. Yes. 

EXPLANATION. — Train signals include clas- 
sification signals, markers and indicators. All 
signals should be removed as soon as the pur- 
90 



pose for which they were displayed is accom- 
plished. 

It sometimes happens that one flag, which is 
being displayed, will lose off the engine; or one 
light may go out, and in either case it is de- 
sired that the regular indication will be under- 
stood by other trains — classification signals are 
duplicated so they can be easily seen from either 
side of the train. 

RULE 24, 

212. Q. When cars are being pushed by en- 
gine at night, what must be displayed on the 
front of the leading car? 

A. A white light. 

213. Q. Any exception to this? 

A. Yes; when shifting or making up trains 
in yards it need not be done. 

EXPLANATION. — When pushing cars at 
night a white light must be displayed on the 
leading car and a flagman should be in position 
to signal the engineer in case of need. 

RULE 25. 

214. Q. Must each car on a passenger train 
he in communication with the engine? 

A. Yes. 

215. Q. What appliance is used for this pur- 
pose? 

A. Air whistle signal, or gong or cord. 
91 



EXPLANATION. — A communicating signal 
Is required between eacti coach and the engine 
in a passenger train so that in case of need the 
engineer can be communicated with. This com- 
munication need only be such signals as are 
necessary from time to time for the proper and 
safe handling of the train, 

RULE 26. 

216. Q. What does a bine signal displayed 
Rt one OP both ends of a car, engine or train 
indicate? 

A. That workmen are under or about the 
car. 

217. Q. May cars be placed in front of such 
train, engine or car in such a position as to ob- 
struct the view of the signal? 

A. Yes, but the workmen must first be no- 
tified. 

218. Q. When a blue signal has been placed, 
who may remove it? 

A. Only the workman who placed it. 

EXPLANATION. — When a car, engine or 
train is protected by a blue signal, such car, 
engine or train must not under any circum- 
stances be moved or coupled to. If it becomes 
necessary to move a car, engine or train thus 
protected, the workman placing the signal must 
first be notified and remove the signal before it 
92 



can be done. This is necessary so that th« 
-workman may arrange for protection. 

A. R. A. RUIilNG. 

Question. A question has been asked in re- 
gard to Rule 38 (present Rule 26), as to 
whether or not it is intended to cover the case 
where a fireman or some one else is underneath 
an engine, cleaning out the ashpan, etc. 

Answer. The Committee would state that 
the rule is only intended to protect car inspec- 
tors at work under or about the car or train, 
and, while admitting the force of the sugges- 
tion to protect the fireman or other persons 
under the engine cleaning out the ashpan, etc., 
the Committee finds so many other cases where 
it is dangerous to move the car or train that it 
will be impossible to modify the rule to cover 
all the cases, and thinks it is a proper matter 
for each superintendent to formulate special 
rules to cover the particular exigencies on his 
division. 

RULE 27. 

245. Q. How should a signal improperly dis- 
played be regarded? 

A. As a stop signal. 

246. Q. How should the absence of a signal, 
where one is usually shown, be regarded? 

A. As a stop signal. 
93 



247. Q. What action must be taken in such 
cases? 

A. The fact must be reported to the super- 
intendent. 

EXPLANATION. — An imperfect signal or the 
absence of a signal where one is usually shown 
must be regarded as a stop signal in order to se- 
cure safe operation of trains, for the reason that 
signals sometimes get out of adjustment or be- 
come broken so that their indication would be 
Imperfect. Also at night a lens might become 
broken or a light go out, causing either an im- 
perfect display or none at all. In either case 
the signal must be regarded as giving a stop 
signal to insure safe operation of trains. 

Rule 27 refers to all fixed signals, which in- 
cludes switch lights. 

RULE 28. 

251. Q. What is green and white used for? 

A. To stop a train at a flag station. 

252. Q. May green and white be used to stop 
a train at a point that is not a flag stop for thafc 
train? 

A. No; a red signal must be used. 

EXPLANATION. — When a green and white 
signal is displayed to stop a train it should be 
acknowledged by two short blasts of the whistle. 

Flag station stops are indicated on the 
schedule of a train by the letter "f" as a prefix 
94 



to the time at the station where it is desired 
that the train stop on flag. If it is desired that 
the train stop at that station for any other 
purpose a red signal, or the regular train order 
signal, must be used. 

RULING. — Rule 28 was questioned as to the 
advisability of adopting it for local freight 
trains and also in regard to giving the signal re- 
quired at flag stations to passenger trains which 
are scheduled to stop on flag. The point being 
that at stations where no night man was kept 
the passengers could not be expected to know 
the use of the signals if left there, and besides, 
to leave such signals would tempt small boys 
and tramps, etc. 

Answer. The Committee decided that special 
arrangements should be made to cover such de- 
tailed cases as those in point. — April 18, 1890. 

RULE 29. 

253. Q. When a signal (except a fixed sig- 
nal) is given to a train to stop, how must it be 
acknowledged ? 

A. By two short blasts of the whistle, ex- 
cept that when signal 16d is given to stop at 
next station, it must be answered by three short 
blasts of the whistle. 

EXPLANATION. — A signal given to a train 
to stop must be answered by two short blasts of 
the whistle, except that when a signal is given 
95 



to stop at the next station it will be answered 
by three short blasts of the whistle. Two short 
blasts were formerly given in answer to a "stop 
at next station" signal, but owing to the fact 
that a flagman might be trying to stop the train 
at the time the signal was given the answer 
might be confused and the flagman take the two 
blasts as an answer to his signal, which might 
therefore result in accident. Fixed signals are 
not answered. 

RUIjES 30 AND 31. 

254. Q. When is the engine bell required to 
be rung? 

A. When the engine is about to move and 
approaching every public road crossing at grade. 

255. Q. When must whistle be sounded? 

A. At all whistling posts. 

EXPLANATION. — An exception must be 
made to the above where the use of the whistle 
is prohibited by law. 

RULE 32. 

256. Q. Is the unnecessary use of the 
whistle and bell prohibited? 

A. Yes. 

EXPLANATION.— The bell and whistle must 
only be used as directed by rule and not then if 
prohibited by law, except to prevent accident. 
96 



RULE 33. 

257. Q. When will watchman at public road 
and street crossings use red signals? 

A. Only to stop trains. 

RULE 71. 

300. Q. How is one train superior to an- 
other? 

A. By right, class or direction. 

301. Q. How is right conferred? 
A. By train order. 

302. Q. How is class and direction con- 
ferred ? 

A. By time-table. 

303. Q. Which is superior, right, class or 
direction? 

A. Right is superior to class or direction and 
direction is superior as between trains of the 
same class. 

EXPLANATION. — When a train is superior 
by "right" it is because it holds orders which 
make it superior, but when it is superior by 
class or direction it is superior because it is 
moving on a schedule, which gives it such su- 
periority. The word "right" means train order. 
The superior direction is determined by a foot- 
note on the time-table, which states in which 
directions trains are superior. 
97 



RULE 72. 

S04. Q. State the relatiTC superiority of 
trains of eacli class. 

A. Trains of the first class are superior to 
trains of the second class, and all successiye 
classes; trains of the second class are superior 
to third class, and all successive classes, and so 
on, and trains in the direction specified in the 
time-table are superior to the trains of the same 
class in the opposite direction. 

805. Q. In which direction on this divisiott 
are trains superior to trains of the same class in 
the opposite direction? 

A : 

EXPLANATION. — When Rule 72 was adopt- 
ed it was suggested that it would make a great 
many additional train orders, and it was also 
thought that the rule would delay trains some- 
what more than the 30 minute rule which was 
formerly in effect. With this in mind the A. R, 
A. committee added a note to the rule as fol- 
lov/s: "Note. — It being represented to the com- 
mittee that some of the roads represented in 
the convention will be unable, on account of 
limited telegraph facilities, and other local 
causes, to carry out this rule in its literal mean- 
ing and full scope, it is suggested by the com- 
mittee that such roads may issue regulations to 
arrange this matter in some other way. The 
committee believes, however, that a test of the 
98 



rule and its literal enforcement will result to 
the entire satisfaction of those using it." In 
1890 the committee made reply to a critic of 
the rule to the effect that, "In regard to the 
criticism of Rule 72, the committee refer to the 
note on same (Note given above) with the fur- 
ther information that the experience of a large 
number of roads that have recently adopted 
Rule 72, as formulated, has demonstrated the 
fact that the operation of trains has been facili* 
tated and the delays have been much less than 
under the 30 minute rule referred to." 

The different classes are designated as Ist, 
2nd, 3rd and 4th class. Usually the 1st class 
is for through passenger trains and the 2nd 
class for local passenger trains, the 3rd class for 
through freight and the 4th class for local 
freight trains. 

RULE 73. 

SOS. Q. Are extra trains inferior to regu- 
lar trains? 
A. Yes. 

EXPLANATION. — There is no superiority be- 
tween extra trains except that the extra train, 
moving in the direction on which the time-table 
confers superiority will hold the main track at 
a meeting point with an opposing extra. 



99 



Movement of Trains 



NOTE. — Schedule trains should register on 
the page which corresponds with the date the 
train is due to arrive or leave such station, no 
matter how late it may be. Extra trains register 
on the page corresponding with the date they 
actually arrive. 

RUIiE 82. 

400. Q. When do regular trains lose both 
right and class? 

A. When they become twelve (12) hourb 
late, 

401. Q. No. 10 is due to arrive at C at 10:30 
a. ni., and leave at 11:30 a. m.; when has it lost 
both right and class? 

A. If it fails to arrive at C before 10:30 p. 
m., or to leave C before 11:30 p. m. 

402. Q. May No. 10 flag into C at 10:40 p. 
ni. and leave as No. 10 if it can get out befor« 
11:30 p. m.? 

A. No. 

100 



403. Q. Could it leave as No. 10 before 
11:30 p. m. if dispatcher authorizes it by traia 
order? 

A. Yes. 

404. Q. If an opposing train held an order 
to meet No. 10 at a station and No. 10 became 
twelve hours late at such station, may the op- 
posing train proceed against No. 10? 

A. Yes. 

EXPLANATION. — When trains are running 
in sections any section which becomes twelve 
hours late on the schedule loses both right and 
class, no allowance being made for sections keep- 
ing five minutes apart. A train holding an or- 
der to run late loses both right and class when 
it is twelve hours behind its schedule time. The 
run late order does not lengthen the life of the 
train at all. Rule 82 refers to the schedule time 
as shown upon the time-table in every case. 

This rule is to make it easy for inferior trains 
to check the register against overdue trains. 
Formerly schedules were good until used or an- 
nulled, and in case of accident it was not un- 
usual for a train to be two or three days late. 
This sort of thing made it exceedingly difficult 
to check a register and be sure that all trains 
had arrived because it was necessary to go back 
two and three days. The adoption of the twelve 
hour limit has made the checking of a register 
a comparatively simple operation. 
101 



A. R. A. RUIilNG. 

Question. Under Rule 82. A train sched- 
uled to arrive at B at, say, 10:00 a. m., leaves 
B at 10:30 a. m., and to arrive at C at 11:00 a. 
m., fails to reach B before 10:00 p. m., and 
flags itself to B. Has it a right under the rules 
to proceed to C, provided it can leave B before 
10:30 p. m. and arrive at C at or before 11:00 
p. m.? 

Answer. No; unless authorized by train or- 
<ier. — Ruling Sept. 24, 1900. 

Question.— Will you please advise me if a 
train arriving at a point where, say, one hour 
dead time is showTi, 11 hours and 55 minutes 
late on its schedule arriving time, can leave any 
time within twelve hours of its leaving time? 

Answer. Yes. A train arriving at a station 
less than twelve hours late on its schedule ar- 
riving time, does not lose its right. It has ful- 
filled that part of its schedule; after which, the 
leaving time only at that station need be taken 
into consideration, and if such train can depart 
within any time less than twelve hours late on 
its leaving time, it has, under Rule 82, the right 
to proceed. Should a train at any point fail to 
make its schedule within the twelve hour limit, 
it cannot thereafter resume its schedule without 
train order, even though it overtakes it. 

Question. Under Rules 82 and 91. Does the 
second section of a train running from A to D, 

102 



the schedule showing arrlTlng time at D at, say, 
11:30 a. m., lose rights at D at 11:30 or 11:35 
p. m.? 

Answer. At 11:30 p. m. 

RULE 83. 

405. Q. liHiat must be ascertained before 
leaving a junction, terminal or other starting 
point, or before passing from double to single 
track? 

A. That all trains of the same or superior 
class have arrived or left. 

EXPLANATION. — Unless otherwise specified, 
it is the duty of the conductor to examine the 
register or otherwise ascertain that all overdue 
trains of the same or superior class have arrived 
or left, and he must impart this information to 
the engineman. 

Rule 83 refers to trains of the same class even 
though such trains are moving in the inferior 
direction, this for the reason that the train of 
superior direction must approach all sidings 
prepared to stop until such train is met, as per 
Rule 90. 

On roads which have train registers this in- 
formation is obtained from the register. Where 
there is no register, the information is generally 
obtained from the train dispatcher. 

Bulletin boards are usually provided at desig- 
nated stations, and all train and yard conduc- 
103 



tors and englaemen must consult such boards 
before starting out on a trip, or beginning the 
day's work. 

RULE 84. 

406. Q. May a train start without a proper 
signal? 

A. No. 

EXPLANATION. — Suppose an engine broke 
down on the road, and another engine, which 
was headed wrong, was put on the train. After 
the engine is on the train the proper signal to 
give is the "proceed" signal, as the train is to 
proceed on its schedule. The signal in this case 
being given for the movement of the train as a 
whole, not for the movement of the engine as is 
the case when an engine is doing switching. 
Should the engine of No. 93 cut off to do switch- 
ing, then the signal must be given to the engine 
with respect to the way the engine is headed, 
but when the engine is attached to train 93 it 
becomes a part of that train and the regular 
proceed signal indicates a forward movement of 
the train as a whole. 

Likewise all fixed signals, switchmen and sig- 
nalmen will give signals to a train with engine 
headed wrong the same as if the engine was 
headed right. This is absolutely necessary to 
a uniform practice. Otherwise the back-up sig- 
nal of the train crew would have to be inter- 
preted the same as the proceed signal given by 
switchmen, signalmen and fixed signals along 
the line. 

104 



Rule 84 refers to a signal from the proper 
person as well as one given in the proper man- 
ner. At some initial stations the station mastet 
or yard master has the authority to start trains, 
but at other points the conductor is the proper 
man to give the proceed signal, 

RULE 85. 

407. Q. May a train proceed ahead of a train 
of the same class in the same direction? 

A. Yes. 

408. Q. May an extra train pass another 
extra or a train of one class pass a train of the 
same class? 

A. Yes. 

408a. Q. No. 3 and No. 1 are trains of the 
same class and No. 3 is scheduled to pass No. 1 
at C. In case No. 1 or No. 3 is late will it effect 
this passing point? 

A. No. No 1 will proceed to C and there 
wait for No. 3 to pass. 

40Sb. .Q. In case it is desired that No. 1 
should go farther ahead of No. 3 what form of 
order should be used? 

A. An order should be given reading: "No. 
3 pass No. 1 at " (Form B, example 1). 

EXPLANATION. — When a train of one sched- 
ule becomes late and is on the time of a train 
of another schedule of the same class in the 
same direction it may proceed without tram or- 
105 



ders ahead of the other train on whose time It 
has fallen back on. One train may pass another 
of the same class and different schedule without 
orders. Extras may pass and run ahead of 
other extras without orders. 

In regard to passing stations for trains of the 
same class, it is the author's opinion that a time 
order is not a proper order to advance a train 
of the same class running in the same direction 
beyond a time-table passing point, for the rea- 
son that the train to be passed is proceeding to 
a fixed passing point and is not required to 
clear the time of the following train. Both 
trains may be an hour late, it matters not, they 
proceed to the passing point. 

The note under Form E says the order makes 
the time of the train named as much later as 
stated in the order, and trains receiving It are 
required to run with respect to this later time 
as before required to run with respect to the 
regular schedule time. We do not see as this 
gives a train any right to disregard this fixed 
passing point, since the train to be passed is 
not respecting the time of the other train, but 
simply obeying their own schedule. When de- 
sired to advance the train the order should 
read; "No. 3 pass No. 1 at D," or at whatever 
point is desired. 

RITLK 86. 

409. Q. How must an inferior train clear 
the time of a superior train in the same direct 
tion? 

106 



A. Not less than five minutes. 

410. Q. How must an inferior train clear a 
Urst-clnss train in the same direction? 

A. It must be clear at the time a first-class 
train is due to leave the next station in the rear, 
where time is shown. 

. EXPLANATION. — An inferior train must 
clear the time of a superior train in the same 
direction, not less than five minutes but it must 
be clear of a first-class train in the same direc- 
tion at the time the first-class train is due to 
leave the next station in the rear where time ia 
iBhown, 

RULE 87. 

411. Q. A^Tiat is required of an inferior 
train with respect to opposing superior trains? 

A, It must keep out of the way. 

412. Q. How must a train failing to clear 
the main track as required by rule be protected? 

A. Py flag as per Rule 99. 

113. Q. How much must extras clear the 
time of regular trains? 

A. — minutes. 

414. Q. How will extras be governed with 
respect to opposing extras? 

A. By train orders. 

EXPLANATION. — An inferior train must 
clear the time of a superior train as required 
'by rule, and if for any reason it is unable to do 
107 



BO it must be protected as per rule 99. The 
above is the cardinal point in the safety of train 
movement and must be obeyed in all cases. 

RULE 88. 

415. Q. At meeting points between trains of 
the same class when must the Inferior train 
clear the main track? 

A. Before the leaving time of the superior 
train. 

415a. Q. Which end of the siding should a 
train entei'? 

A. It should enter the end of the siding 
which will permit it to head in. 

416. Q. If necessary to back in to clear the 
main track what must be done? 

A. Flagman must be sent out as per rule 99, 
unless otherwise provided for. 

417. Q. At meeting points between extra 
trains which extra takes the siding? 

A. The extra in the inferior time-table direc- 
tion. 

EXPLANATION. — It was the sense of the 
convention, when rule 88 was adopted, that at 
a n^eeting point should the inferior train have to 
back in for any reason it must first stop the 
superior train before passing the switch where 
the inferior train enters. Should the back-in 
provision be covered by train order or special 
instruction it would not be necessary to stop 
108 



the Biiperior train before backing in, but the 
flagman should be sent out as per rule 99 before 
the Inferior train passes the switch. 

A train should not lay on the siding for an- 
other train an unreasonable length of time, but 
should get in communication with the telegraph 
office to see if there is a possibility of getting 
farther. 

A train holding main track at the meeting or 
passing point should adjust the switch for the 
other train. 

In case an order is given for No. 2 to meet 
extra 101 west at C. Suppose that C is a spur 
track with switch in the direction from wnich 
No. 2 was approaching. In such a case it is the 
duty of the extra to send a flagman out in the 
direction of No. 2 a sufficient distance to secure 
protection before passing the switch to back in. 
The fact that it is necessary for the extra to back 
in at that point in order to meet No. 2 is not 
sufficient authority to permit the extra to pass 
the switch without first sending out a flagn^an 
as per rule 9 9, because the rights of both trains 
under a Form A order extend only to the switch 
where the inferior train enters the siding, there- 
fore uhen it is necessary for the inferior train 
to go beyond that point to back in the movement 
must be fully protected. 

RULING. — Question. May an inferior train 
pass the switch to back in without first flagging 
the superior train? 

109 



Answer. The reply of the Committee wag 1» 
the negatlTe.— 1893. 

RULE 89. 

418. Q. At meeting points between triUns of 
different clasvses when must the inferior train 
clear? 

A. The inferior train must take siding and 
clear the time of the superior train at least five 

minutes. 

419. Q, If necessary for the inferior train 
to back in Avhat must be done? 

A. Flagman must be sent out as per rule 99. 

120. Q. How much must an inferior train 
clear the time of a superior train? 

A. Five minutes. 

EXPLANATION. — The same explanation as 
given for rule 83 applies to rule 89. In making 
time-tables the schedule time should allow for 
a clearance of five minutes for inferior trains. 
That is, if a superior train is due at a meeting, 
station at 2 p. m., the inferior train should be 
schedule to arrive at 1:55 p. m. 

The condition of trains with respect to a 
clearance under the rules is this: Trains of tha 
same class are only required to clear the time ot 
the train of superior direction. Trains of inferior 
class are required to clear the time of a train of 
the superior class in the opposite direction five 
minutes. The reason for this arrangement la 
110 



that it is impracticable to require a superior 
class train, say, for example, a passenger train 
to keep in touch with the probable meeting 
points with all inferior class trains, therefore 
Inferior class trains are required to clear the 
main track five minutes before the leaving time 
of the superior class train. This five minutea 
gives the inferior class train time enough to get 
a flagman out as required by the rules in case 
It has trouble in getting clear and finds itself in 
a position where it will fail to clear the superior 
train the required number of minutes. This flag- 
man is to protect the superior train, which, un- 
der the rules, is not required to know that the 
Inferior train is liable to be at that point. That 
Is you will understand that between trains of 
different classes the burden of protection rests 
with the inferior train, whereas when trains arc 
of the same class the superior train takes a share 
of the responsibility. The requirement that a 
train must clear the main track five minutes be- 
fore the superior train is due is not necessary 
In the case of trains of the same class because 
!n such cases the rules require that the superior 
train must stop at schedule meeting stations, if 
the train to be met is of the same class, unless 
the switch is right and the track is clear, and 
when the expected train of the same class is not 
found at the schedule meeting station, the su- 
perior train must approach all sidings prepared 
to stop, until the expected train is met. Under 
Buch circumstances trains must stop clear of the 
111 



switch used by the train to be met in going on 
the siding. You will see that this arrangement 
effectually takes care of the meeting points be- 
tween opposing trains of the same class. The 
different classes are taken care of by the five 
minute clearance which the rules require be- 
tween trains of the different classes; this five 
minutes is for the purpose of permitting the in- 
ferior train to get a flagman out for protection 
in case it becomes apparent that the inferior 
train will not be clear of the main track as re- 
quired. It is felt that by this method the trains 
can be better protected than by attempting to 
require the superior class train to approach all 
stations where it would be liable to meet an in- 
ferior class train or a train of the same class, 
prepared to stop unless the switch was right and 
the track was clear. Such a requirement would 
place too much responsibility with the superior 
class train, which is usually a train which is re- 
quired to make fast time, and would be a real 
burden, besides running a serious risk that if 
the superior train made its time that it might 
find an inferior train on the main track without 
time to get a flagman out a sufficient distance to 
insure full protection. 

Under the rules, if both trains are of the 
same class, both trains are required to protect 
at the meeting point; the inferior train with a 
fiagman if it fails to clear as required and the 
superior train by approaching under control pre- 
pared to stop if the switch is not right and the 
112 



main track clear. But if the trains are of dif- 
ferent classes, then the burden of protection 
rests with the inferior class train; the superior 
class train approaching at full speed until it is 
warned by the flagman; the idea being that the 
five minutes clearance will be sufficient to per- 
mit the flagman to protect the inferior train if 
It becomes necessary. 

RULING ON RULES 92 AND 89. 

Qneston. Will you kindly enlighten us as to 
the proper intrepretation of Rules 89 and 92. 

Answer. The answer is to be found in Rule 
5 of the Standard Code of train rules, reading 
as follows: Rule 5. Not more than two times 
are given for a train at any station; where one 
is given it is, unless otherwise indicated, the 
leaving time; where two, they are the arriving 
and leaving time. — Ruling 1908. 

RULE 90. 

421. Q. When are trains of the same class 
required to stop at schedule meeting or passing 
stations? 

A. Unless they can plainly see that the 
ewitches are right and track clear. 

422. Q. At what point should the train be 
stopped? 

A. Clear of the switch that the train to be 
met or passed uses in going on the siding. 
113 



433. Q. In case the train that should be met 
or passed Is not at the schedule meeting or pass- 
ing point, how should a train having the right of 
track be governed? 

A. Proceed, and approach all sidings pre- 
pared to stop, until the expected train is met or 
passed. 

EXPLANATION. — See explanation to Rule 89 
as it also applies to Rule 90. The requirement 
that trains must stop at schedule meeting sta« 
tions if the train to be met is not clear is neces- 
sary because of the fact that no provision ia 
made in the Standard Code for a variation of 
watches, and also because no clearance time ift 
allowed. 

A. R. R. DECISION. 

Will you please submit to the Committee on 
Train Rules the advisability of changing Rule 
90 so as to strike out of the Rule the words "ot 
the same class." I enclose you S. P. & W. Rule 
227, which requires that no train must pass a 
meeting point at a greater rate of speed than 
eight miles per hour. 

What occurs to me is that all the rules with 
respect to the different class trains meeting were 
intended to bear upon the point of having the 
switches in proper position, and in event they 
were not in proper position the moving train 
would be under control. 

If there is no modification of the rule by 
erasing the words "of the same class," then it 
114 



occurs to me that passenger trains can run by 
inferior class trains at as high rate of speed as 
they choose, disregarding Standard Rule 87. 
There are instances where Standard Rule 8 7 
cannot be carried out under certain conditions, 
such as short side tracks, etc. 

Answer. The judgment of the committee was 
that the rule, as approved by the convention, is 
correct and according to the best practice. The 
committee believes that as few restrictions and 
exceptions as possible should be interposed in 
the way of permitting trains to make time, as, 
for example, that trains delayed at stations 
should protect themselves, rather than continue 
the old practice of compelling all trains to feel 
their way into stations, expecting to find trains 
occupying the main track without proper pro- 
tection. 

The precaution required by Rule 90 is thought 
to be necessary only for cases in which there is 
no time clearance required. — Oct., 1889. 

RULE 91. 

424. Q. Unless some form of block signal is 
used how far apart must trains in the same di- 
rection keep? 

A. At least five minutes except in closing up 
at stations. 

EXPLANATION. — By closing up at stations 
Is meant that in case two or more trains are 
going to a station to meet an opposing train, the 
115 



five minute rule need not be observed, providing 
that due caution is used. This is to arrange a 
more flexible method of handling trains when 
following each other closely at stations. 

RULE 92. 

427. Q. May a train arrive at a station in 
advance of its schedule arriving time, when 
shown? 

A. No. 

428. Q. May a train leave a station in ad- 
vance of its schedule time? 

A. No. 

428a. Q. When only one time is shown at a 
station, what is it, unless otherwise indicated? 

A. The leaving time. 

EXPLANATION — When only one time is 
shown at a station for a train it is, unless other- 
wise indicated, the leaving time, and a train 
may arrive at such station as much ahead of 
this time as it can, for such time only governs 
the departure. When the arriving time is 
shown a train must not arrive ahead of that 
time. 

A train should not leave a station in advance 
of its schedule time for it is one of the cardinal 
principles of the Rules that a train has no 
authority to existence until Its schedule time 
has arrived therefore, no train should be run 
ahead of its schedule time even by virtue of 
train orders. 

116 



RULING. Q. Referring to Rule 92, second 
clause. A train must not leave a station in ad- 
vance of its schedule leaving time. In the con- 
sideration of this rule by the Committee on 
Train Rules, kindly advise if it was understood 
that a train would have the right to go to a 
station in advance of schedule leaving time or in 
advance of time shown in timetable when it was 
understood that such time was leaving time. 
Under this rule it is possible for a freight train 
to leave a station on time at schedule leaving 
time and reach the next station in advance of 
schedule leaving time. Some of our division 
superintendents want to make the rule that 
where only one time is shown at a station that 
it should be both arriving and leaving time, in 
order to prevent train from coming to station 
ahead of schedule leaving time. 

A. Unless the arriving time is shown there 
is nothing in the Standard Code to restrict a train 
from arriving at a station ahead of its leaving 
time. — Ruling Sept. 24, 1900. 

Q. Under the Standard Code of Train Rules, 
can a light engine running as 1st section of 
regular train No. 2 (a mixed train) be given an 
order by the dispatcher to run ahead of time? 

A. The Stanard Code does not provide for 
the running of a regular train ahead of time. 
In the opinion of the Committee, the practice 
should not be permitted. — Ruling 1905. 
117 



Q, It has been suggested to me that Rule 
92, of the Code, is incomplete without the addi* 
tion of an explanatory clause, such as follows: 
"Under this Rule it will be understood that 
where the inferior train is shown to arrive on 
the leaving time of the superior train, or where 
a train is shown to arrive on the leaving time of 
a train of the same class, the inferior train has 
the right to arrive five minutes before the time 
shown." 

I should be glad to have the benefit of the 
expression of the opinion of the Committee on 
Train Rules on this matter, 

A. Where the arriving time of a train is the 
same as the leaving time of an opposing superior 
train, the inferior train has not the right to ar- 
rive before the arriving time shown. (See Rule 
92.) The arriving time, when shown, should 
provide for the clearance required by the rules. 
— Ruling March 11, 1903. 



RULE 93. 

429a. Q. What rights have trains within 
yard limits? 

A. The main track may be used keeping clear 
of class trains. 

430. Q. How must class and extra 

trains move within yard limits? 

A. Prepared to stop unless the main track is 
seen or known to be clear. 
118 



EXPLANATION — This rule provides for the 
Biovement of all trains through the yard limits. 
In case an extra train receives an order giving 
It right over all trains, it does not entitle the 
lextra to disregard Rule 93 with respect to extra 
trains, and it must move through the yard 
limits prepared to stop, unless main track is seen 
or known to be clear. This is for the reason 
that right over all trains does not include yard 
engines, as a yard engine is not a train, within 
the meaning of the rule. 

Yard limits include the main track, but such 
main track does not thereby lose its identity aa 
a main track. The fact that the definition of a 
yard says, "Over which movements not author- 
ized by time-table or train order, may be made," 
is not intended to abrogate the authority of the 
time-table or train orders within yard limits, but 
simply provides for movements to be made with- 
out such authority, when necessary. 

RULINGS. Q. Where yard limits are defined 
hy yard limit boards, does it authorize yard en- 
gine, or in fact any ti'ain within those limits, to 
occupy main line on the time of same or superior 
elass trains without protection. For example: 
Extra arrives at station where yards limits are 
defined by yard limit boards. Can it proceed 
with its work in yard limits without protection 
on the time of regular trains? 

A. No. — Ruling Sept. 24, 1900. 

Q. The interpretation of the definition of 
♦•yard" as set forth in the Standard rules, and 
119 



the matter of proper regulations concemlng 
movements within defined yard limits are ques- 
tions now being fiercely discussed and agitated 
on railroad lines of this vicinity. 

It is contended that the definition of "yard" 
provides, broadly speaking, that the Time-Table* 
Rules Governing Movement of Trains and Rules 
for Movement by Train Orders have no jurisdic- 
tion or authority in yards. In other words, a 
yard is a fenced-up baseball park, and all move- 
ments made within the same by trains, yard- 
engines, light engines, etc., shall be made subject 
to the regulations governing this particular yard, 
and that the Time-Table, Rules Governing Move- 
ment of Trains, and Rules for Movement of 
Trains by Train Orders shall absolutely cease the 
instant a train arrives at the "baseball park" 
fence— or rather, the "main line" ceases at this 
point. 

On the other hand, it is contended that the 
Time-Table, Rules for Movement of Trains and 
Rules for Movement by Train Orders govern in 
yards as well as at other stations, except to the 
extent that they might be modified, restricted, 
superceded or annulled by special instruction re» 
lating to all or individual yards. 

The circumstances in question are as follows: 
Our special Instructions governing Movements in 
Yards provide that all trains, yard engines, etc., 
must proceed under control within yards. 

Another special instruction defines "Under 
Control" as being able to stop within the dist- 
120 



ance the track is seen to be clear. Under these 
instructions yardmen maintain they have as 
much right within this Mystic Circle as a passen- 
ger train or any other train or engine, and with- 
out flag protection, etc., notwithstanding the 
rules for Movement of Trains provide that in- 
ferior trains, etc., shall clear the time of superior 
trains, etc. 

The yard crew also object to being referred to 
as a "train" in any shape, manner or form, and 
give this as another reason why rules for Move- 
ment of trains and for Movements by Train 
Orders are not applicable to yard engines — ^and 
for no other reason than that a yard engine is 
not a train. The crew state, however, that they 
expect to keep out of the way of all important 
trains as much as possible, and endeavor to give 
them a clear track at all times, avoiding delay, 
etc., on the other hand, they expect all these 
trains to be under control, thus avoiding the 
necessity of flag protection on the part of yard 
creAvs, and also as a matter of protection to the 
trains themselves in case they should find their 
progress obstructed by switch engines, cars or 
otherwise in yards. 

Another question is put up about as follows: 
The Time-Table, Rules for Movement of Trains, 
and Rules for Movement by Train Orders have 
authority in any yard, and in this particular 
yard we find the customary regulation, providing 
that all trains shall proceed under control with- 
in the same, etc. Now, we will assume that this 
121 



yard is locat€d In Buffalo, and we find a special 
train running from Chicago to New York, 
through Buffalo, and with it a train order giving 
right over all trains. 

Does this order give it right to proceed through 
Buffalo yard regardless of other trains, yard en- 
gines, etc.? If so, then it necessarily follows 
that the train dispatcher must receive an ac- 
knowledgement from all yard engines, etc., at 
Buffalo, before he can permit the special train to 
pass through that place. 

Of course you understand I am referring to 
single track yards because we have practically 
no double track. Personally, I am decidedly of 
the opinion that a "yard" should be operated en- 
tirely independent of the "Main Track," and 
there should be rules for this independent opera- 
tion in the same manner that we have inde- 
pendent rules for operating double track, block 
signals, etc. I am also of the opinion that under 
the definition "Yard" it is intended that th© 
Time-Table, Rules for Movement of Trains, and 
Rules for Movement by Train Orders should not 
govern, and that each railroad company is to 
provide its own regulations for movements with- 
in yards, however, it is not exactly plain in this 
respect, and on this account there is much room 
for much good argument pro and con. 

Of course you understand in this country it Is 
not always possible to lay out yards to the best 
advantage in the way of obscured views, etc. 

On the other hand, nearly all our yards con- 
122 



tain many curves, and view is often obstructed 
l)y rock bluffs, mountain sides, etc. 

Will you kindly set us right in the premises? 

A. The Standard Code definition of a yard is: 

"Yard. A system of tracks within defined 
limits provided for the making up of trains, 
storing of cars and other purposes, over which 
movements not authorized by time-table, or by 
train orders, may be made, subject to prescribed 
signals and regulations." 

Nothing in this definition contemplates the 
abrogation of the authority of trains to move on 
the main track. 

Special instructions authorized by or in 
force on any railroad are matters of detail for 
that railroad, and are not intended to be covered 
by Standard Code rules. The difficulty here ap- 
pears to be caused by incomplete special instruc- 
tions governing movement in yards. The defini- 
tion for a yard being interpreted to include a 
main track — 

A yard engine is not a train within the mean- 
ing of the Standard Code, it having no authority 
to move upon a main track unless specially 
authorized. 

The hypothetical case of a special train run- 
ning from Chicago to New York passing through 
Buffalo yard and holding a train order giving it 
Tight over all trains, can best be answered by 
Quoting a new rule which the committee on train 
rules has recommended to the Association for 
adoption as follows: 

123 



"93. Within yard limits the main track may 

be used, protecting against class trains* 

class and extra trains must move within 

yard limits prepared to stop unless the main 
track is seen or known to be clear." 

With this rule in force there can be no ques- 
tion about the movement of a special train 
through Buffalo yard. 

The adoption of new rule 93, is connection 
with definition of a yard will answer the various 
questions and clear the situation. — Ruling March 
21, 1906. 

Q. Under Rule 93, with the cost of operation 
high and delays to switching service expensive, 
in mind, kindly give us your views as to the 
proper interpretation of Rule 93. Would the 
word, "protecting," mentioned in the rule imply 
that switch engines working within yard limits 
must be protected against the designated class 
trains and inferior trains in accordance with 
Rule 99? 

A. The Committee on Train Rules does not 
attempt to give in detail the manner in which 
protection is to be secured, conditions and prac- 
tices varying on different roads. Railroads 
equipped with automatic block signals may wish 
to take advantage thereof; some roads operate 
under manual block protection; other roads 
equip themselves with semaphores on each side 
of the yard, which are held at stop at all times 
except when trains are to be allowed to pass or 
come in; some roads have rules requiring all 
124 



Becond class and inferior trains to approacli and 
pass through yards under control. The manner 
in which protection may be given is left to each 
road to determine for itself. 

Q. A gi'eat many lines, in their instmctionai 
governing the movements of trains in yard limits, 
state that trains must be under full control. We 
would like to ask you if you have any knowledge 
of any authoritative definition of *'full control"? 
Proceed with caution seems to be more or less 
synonjTnous with full control, and perhaps there 
may be some kind of a definition as to what it 
means to "proceed with caution." 

A. The term "full control" does not appear 
fn the Standard Code. The term "proceed with 
caution" is employed and the manner or method 
is left for each road to determine for itself in 
accordance with its needs and the varying condi- 
tions and practices necessary on different rail- 
roads. 

CRITICISM. In our opinion the blanks in 
Rule 93 should have been filled in by the Com- 
mittee who framed the rules, as it leaves the in- 
tention of the rule to be assumed by each road 
using it, with the result that not all roads under- 
stand it alike. 

Some roads make the rule read, "Within yard 
limits the main track may be used, protecting 
against first class trains. Second and inferior 
€lass and extra trains must move, etc." Under 
such an interpretation no authority is given to 
125 



use the main track within yard limits upon thft 
time of second and inferior class and extra trains^ 
and no instruction is given to first class trains to 
look out for yard engines or trains within yard 
limits although the rule clearly gives permission 
for yard engines and trains to use the main track 
within yard limits on the time of first clas» 
trains. 

Other roads make the rule read, "Within yard 
limits the main track may be used, protecting 
against second and inferior class trains. Second 
and inferior class and extra trains must mov© 
within yard limits prepared to stop, etc." In our 
opinion this is the only logical and safe method 
of filling in the rule. In this manner the rule 
clearly defines the action of all concerned. First 
class trains may go through the yard at full 
speed and all other trains must move prepared 
to stop, and in turn yard engines or trains can- 
not work on the time of first class trains, but caa 
work on the time of all other trains by protect- 
ing. 

Q. Referring to Standard Rule 93 we would 
be glad to luiow if the conumttee has considered 
the advisability of adding another paragraph or 
a foot-note to this rule, whereby leading trains 
wOl be held equally responsible for rear-end 
collisions in the wards? 

A. The leading train must protect itself 

against class trains, as provided by rule, 

but if the leading train is followed by 

126 



class or extra trains which are required by rule 
to "move within yard limits prepared to stop," 
the responsibility is clearly defined, therefore 
the Committee does not consider an additional 
paragraph necessary. — April 18, 1911. 

RULE 94. 

431. Q. In case you overtake a train dls- 
Abled so that it cannot move, how would you 
proceed? 

A. If necessary, take the orders and assume 
the schedule of the disabled train to the next 
open telegraph oflBce and report to the superin- 
tendent. 

432. Q. When a disabled train is passed by 
A following train to which it has given its orders 
and rights, on what right and schedule will the 
disabled train move? 

A. On the rights and schedule of the train 
with which it exchanged orders. 

432a. Q. When a disabled train is overtaken 
Is it necessary to exchange schedules and orders 
if the overtaking train holds a schedule or orders 
which permit it to proceed? 

A. No. 

433. Q. If an inferior train or a train of 
the same class having right or schedule to 
proceed overtakes a train between telegraph sta- 
tions unable to proceed against the right of 
schedule of an opposing train, how will they be 
governed? 

127 



A. The delayed train after proper consulta- 
tion with the following train will precede it to 
the next telegraph station where it will report 
to 

4S4. Q. When an opposing train is met under 
these circumstances, what must be done? 

A. The leading train must fully explain to it 
that the expected train is following. 

434a. Q. If the overtaking train has not 
right or schedule of its own which permits it to 
proceed may it pool its rights with the delayed 
train and both trains proceed on such combined 
authority? 

A. No, the overtaking train must hold right 
or schedule of its own which permits it to pro- 
ceed before it can either proceed itself or tak© 
the delayed train. 

434b. Q. Will this rule apply if the delayed 
train is overtaken on the main track between 
stations? 

A. Yes. 

434c. Q. Will it apply if a delayed train Is 
overtaken at a siding which is not in communi* 
cation with the train dispatcher? 

A. Yes. 

EXPLANATION — It is not necessary in pass- 
Ing a disabled train to assume its schedule and 
take its train orders if the train which is to pass 
has right of its own to make the next telegraph 
office. It may be that the disabled train has been 
128 



delayed so long that it has no right to proceed, 
in which case should the following train have no 
right, both trains are tied up and no exchange 
of orders and schedules would be of avail. 
Whenever schedules are exchanged all orders 
must also be exchanged complete. 

Extra trains may exchange rights under this 
rule. 

It is not necessary for trains No. 2 and No. 
50 to exchange orders if No. 50, the train which 
overtakes No. 2 which is disabled, has an order 
which will take it to the next office. In such a 
case rule 94 is authority for No. 50 to pass No. 
2, the superior train, and proceed ahead of it to 
the next open office where it must report to the 
train dispatcher. In the case mentioned No. 50 
would not take No. 2's orders or numbers as it 
would not help No. 50 to do so. 

The intent of the rule is, suppose the disabled 
train holds an order to meet an opposing train 
at the next station and the train which overtakes 
It has an order to meet the same train at the 
blind siding where the disabled train is over- 
taken; in such a case it would be necessary to 
change numbers and orders, otherwise both 
trains would be tied up. The exchange of num- 
bers and orders is not for the purpose of allow- 
ing the following train to pass the disabled train, 
the rule gives that permission regardless of the 
class of the disabled train, but the exchange is 
made to help the train which is not disabled out 
of the blind siding for an opposing train — if 
necessary. 129 



The second paragraph is not as easily ex- 
plained for the reason that it is not in fuU 
harmony with the balance of the Standard Code 
principles of operation. The second paragraph 
of the rule works well when sections are not 
Involved, but when they are, there are certain: 
cases when the rule needs a special interpreta- 
tation which is not furnished by its wording. It 
is possible to operate the rule between sections 
of the same schedule when the leading section is 
only restricted by schedule, but when the leading 
section is restricted by right the rule is positive- 
ly dangerous. This dangerous side of the rule 
will be discussed in the criticism which follows: 

When it is used between any trains, trainmen 
must be sure that the train which overtakes the 
other has right or schedule of itself, without 
pooling schedules or orders with the leading 
train, which permit it to proceed. For if trains 
were allowed to pool orders and schedules, two 
opposing trains might do the same with dis- 
astrous result. For example: No. 3 overtakes 
No. 1 at B, No. 1 holds a meet at C with No. 2, 
and No. 3 holds a meet at C with No. 4. These 
are the only two trains due at C. No. 1 and No, 
3 cannot pool or combine these orders and go to 
C on Rule 94. 

The reason for this lies in the fact that if B 
was a nontelegraph station No. 2 and No. 4 could 
pool their schedules and proceed against No. 1 
and No. 3 with disastrous results. In fact such 
a thing has happened under the rule. 
130 



For example. No. 68 is an eastbound train 
which is moving in the superior direction, No. 
67 is a westbound train of the same class but of 
Inferior direction; 1st No. 57 makes D, which is 
a blind siding, for No. 58, where it is overtaken 
by 2nd No. 57 holding a meet with No. 58 at C» 
which is the next station in advance. Under 
■uch circumstances it is perfectly safe and cor- 
rect for 2nd No. 57 to take the nrst section ahead 
of it to C. But supposing in the above case that 
1st No. 57 held an order to meet an extra at D, 
which extra held nothing against the second 
section, then the second section should not be 
permitted to take the first section ahead of it 
notwithstanding the fact that the rule gives it 
permission to do so by stating that when a train 
unable to proceed against the right or schedule 
of an opposing train, is overtaken between tele- 
graph stations by an inferior train or a train of 
the same class having right or schedule which 
permits it (the second section) to proceed, the 
delayed train may, after proper consultation with 
the following train, precede it to the next tele- 
graph station. It will be easily seen that in 
such a case the rule is certainly defective be- 
cause orders held by a leading section are not 
binding on a following section, each section has 
equal time-table authority, and a section is a 
ti-ain under the rules. Therefore trainmen must be 
rery careful when sections of the same schedule 
overtake each other so that no accident may 
occur. As a general principle 1 advise that when 
131 



a leading section is restricted by right, the fol- 
lowing section should not take the leading section 
ahead of it, although the rule itself makes no 
such distinction. 

RULING. — In reply to inquiries respecting 
Standard Rule 94 (first paragraph) the Com- 
mittee stated that the last sentence is intended 
to mean that, "until the disabled train can reach 
the next open telegraph office, it will assume the 
rights and orders of the train last taking it» 
rights and orders." — Oct. 8th, 1889. 

The Committee was requested to define tht 
character of the disability to which this ruU 
refers with greater distinctness. The Committee 
thought that any trouble in regard to the mean- 
ing of the word "disabled" would only occur 
when it is of minor importance. In such a cast 
the judgment of the conductors and enginemen 
must be used, always bearing in mind that the 
rule is intended to expedite movement of trains. 
— April 7, 1891. 

CRITICISM. — Rule 95 provides that each sec- 
tion has equal time-table authority, that is, the 
first section is not restricted by any orders held 
by second nor is the second restricted by any 
orders held by the first section. A following 
section cannot pass a leading section because to 
do so would put it out of its numerical order and 
ahead of the signals which give it authority to 
run, but at this point Rule 94 steps in and sayi 
that when a train, unable to proceed against the 
132 



right or schedule of an opposing train, i« over- 
taken between telegraph stations by an inferior 
train or a train of the same class having right or 
schedule which permits it to proceed, the de- 
layed train may, after proper consultation with 
the following train, precede it to the next tele- 
graph station. I cannot believe that the Com- 
mittee considered sections when this rule wai 
framed for the reason that, it is so worded, if 
1st No. 80 had an order to wait at a blind siding 
until 6 p. m. for a work train and at 5:30 p. m. 
it was overtaken by second section, which is un- 
restricted, except by the presence of the first sec- 
tion, it could take the first section ahead of it 
under the rule. We do not say that it would be 
foolish enough to do so, but the rule permits it. 
In fact the wording of the rule is such that, so 
far as the rule is concerned, it is unsafe to run 
to a meeting point with a leading section of a 
superior train unless given orders on all follow- 
ing sections. Rule 94 is hostile to the principle 
upon which the rest of the Code is based i. e., a 
principle which permits opposing trains to know 
what each will and can do. In the above case 
the work extra cannot possibly know when the 
second section is going to overtake the first. In 
other words, the working of the rule is left to 
chance. The trouble is that the rule attempts to 
cover by rule what is properly a flagging propo- 
sition. 

The rule also is so framed that it will result la 
delays which are unnecessary. For example, 
133 



Ko. 2 is a mail train, No. 53 and 55 are fourth 
class trains, No. 53 is a heavy train and leaves A 
with plenty of time to make C for No. 2, but is 
delayed between A and B until No. 55 overtakes 
it, with orders to meet No. 2 at C. No. 55 is 
the wrecker, or, say, an engine and caboose 
which is being hurried forward, but under this 
rule No. 53 is entitled to precede No. 55 to C for 
No. 2 and delay No. 2, 30 or 40 minutes. B is a 
blind siding. Many situations of this kind can 
arise which will give trains right to move against 
superior trains, or an order held by another 
train, when it is not desired that they move. All 
things considered the last paragraph to Rule 94 
is dangerous and unnecessary and should not be 
used, as it does not harmonize with Rule 95 and 
204 and therefore will not work safely when sec- 
tions are concerned. 

To sum up, the rule makes use of the word 
"train" which includes a section. It also states 
"right or schedule" which permits a movement 
against either or both. Under such wording may 
No. 5 an inferior train proceed to B on an order 
to meet 1st No. 6, B being a blind siding. Your 
answer will probably be "yes" but if so it is 
based on your knowledge of the good judgment 
of trainmen and not on the wording of the rule. 

RUIiE 95. 

435. Q. May more than one section be rvat 
i>n the same schedule? 
A. Yes. 

134 



436. Q. Does each section have equal time- 
table authority? 

A. Yes. 

437. Q. By whose authority shall signals be 
displayed? 

A 

EXPLANATION. — On some roads yardmasters 
are authorized to issue instructions to a train to 
display signals. This practice is followed on 
roads where the business is heavy and the issuing 
of such orders by the dispatcher would interfere 
with his other duties. The practice is safe as all 
sections must examine the register before leaving 
to ascertain that the section ahead of it reg- 
istered signals. 

All sections except the last must display sig- 
nals. Green signals are displayed for this pur- 
pose on the front of the engine. All sections 
must follow each other in numerical order. 

RULE 96. 

438. Q. When signals displayed for a fol- 
lowing train on single track are taken doAvn at 
any point before the following train arrives, how 
should the conductor be governed, where there is 
an agent, operator, switch tender, or register 
book? 

A. The conductor must arrange with agent, 
operator or switch tender to notify opposing 
trains of same or inferior class. 
135 



439. Q. UTiere there is no agent, operator or 
switch tender? 

A. A flagman must be left to notify opposing 
trains of the same or inferior class. 

440. Q. Must this arrangement be in writing 
or verbal? 

A. In writing. 

EXPLANATION. — If a company desirea to 
have all opposing trains notified, the last sen- 
tence of Rule 96 can be changed to read: "to 
notify all opposing trains that the section for 
which signals were displayed has not arrived." 

It is necessary to arrange for the conductor 
to notify opposing trains, if no other arrange- 
ment is made, because opposing trains meeting 
the superior train after it took down signals 
would have no way of knowing that a (superior) 
section of that train was moving to a certain 
station beyond the point where the superior train 
was met. Usually the train dispatcher takes care 
of the situation by issuing an order to all traint 
concerned. 

RULE 97. 

441. Q. By whose authority are extra trains 
run? 

A. The 

Note — The code leaves the officers, who shall 
authorize the display of signals or the running 
of an extra train, to the discretion of the railroad 
using the rule. The superintendent's initials are 
general used for this purpose. 
136 



EXPLANATION. — Whenever a train is given 
orders to run extra, arrangements must be mad« 
for a meeting point with all opposing extra 
trains. No other person than the one authorized 
must start an extra train for the reason that 
extra trains are not required to protect against 
each other, unless directed by train order to do 
60, and in case more than one person was al- 
lowed to originate an extra accident might easlij 
result. 

The train dispatcher is responsible for train 
movement and must see that necessary orders 
are issued for protection of extra trains. 

RULE 98. 

442. Q. How mnst trains approach the end 
of double track, Junctions, railroad crossings at 
grade and drawbridges? 

A. Prepared to stop unless switches and sig- 
nals are right and track clear. Where required 
by law trains must stop, 

442a. Q. At railroad crossings at grade and 
draw bridges not interlocked how will trains be 
governed? 

A. Must stop and proceed only after the 
proper signal has been given. 

EXPLANATION. — Most states have laws 
which require trains to stop at drawbridges and 
railroad crosings at grade unless same are inter- 
locked, or equipped with other approved device 
for protection. An interlocker is an arrangement 
137 



of switch, lock and signal appliances so inter- 
connected that their movements must succeed 
one another in a predetermined manner. 

RULE 99. 

443, Q. When a train stops or is delayed 
under circumstances in which it may be over* 
taken by another train how must it be protected? 

A. Flagman must go back immediately with 
Mop signals a sufficient distance to secure full 
protection. 

443a. Q. After going back a sufficient dis- 
tance to secure full protection what must flag- 
man do? 

A. Take up a position where view of himself 
is unobstructed. 

443b. Q. How long should the flagman re- 
main in that position? 

A. Until he is recalled or relieved. 

444. Q. When a flagman is recalled what 
should he do before returning? 

A. Place two torpedoes on the rail, on the 
engineman's side, not more than two hundred 
feet apart, when the conditions require it. 

444a. Q. If recalled before another train ar- 
rives at night, or when weather or other condl* 
tions obscure day signals, what must he do in 
addition to placing two torpedoes? 

A. He must place a red fusee at the point at 
whicn he returns from and at any other point be- 
138 



tween there and his train which may be neces- 
sary to insure full protection. 

444b. Q. Should a train stop between sta- 
tions where view is obstructed? 

A. A train should not stop at a point where 
the view is obstructed when it can be avoided. 

445. Q. How will the front end of the train 
be protected when necessary? 

A. By the head brakeman, or if he is unable 
to go the fireman must be sent out with stop 
signals. 

EXPLANATION. — Rule 99 has provided much 
discussion. Many able managers deem it in- 
sufficient as it stands in the Code, but we do not 
think such view is warranted. We believe it is 
one of the best rules in the Code. It places the 
responsibility where it belongs and does not arbi- 
trarily send the flagman back down a heavy 
grade a mile or a mile and a half with a straight 
track for ten miles back, and thus delay a train 
unnecessarily while adding nothing to its safety. 
Besides this it is a rule that can and ought to be 
obeyed in every case, and this is more than can 
toe said of most rules that are offered as substi- 
tutes. It is not good to have rules that ought 
not to be obeyed. Rule 99 provides that the flag- 
man go back immediately, he must not wait for 
the conductor to send him or for the engineman 
to whistle him back. 

On roads where block signals are used the flag- 
man is not excused from flagging, unless special 
139 



rules provide otherwise. Several roads have 
rules which provide that a train need not flag in 
territory controlled by automatic block signals 
in case the train can plainly see that the last 
signal passed is in stop position, and that the 
signal is at least one-third of a mile in the rear 
of the train, provided further that this will not 
apply after dark or in stormy or foggy weather. 

Torpedoes should not be depended upon to stop 
trains in snow storms. A red fusee should be 
used at night in such cases and every precaution 
taken to secure safety. 

When a flagman is recalled, the rule require* 
that the flagman must place two torpedoes on the 
rail before returning when the conditions require 
It. The conditions which would require this 
action are left to the judgment of the train Rule 
instructor, the Trainmaster, or perhaps on some 
lines to the flagman himself. The general under- 
standing as to the conditions which would re- 
quire the placing of torpedoes would be when 
there is another train overdue; when the train 
which is being protected is in such a position as 
to not readily be seen; or when there is a dowa 
grade in the direction in which tne train which is 
being protected stands; or when weather condi-. 
tions are bad. In stormy or foggy weather the 
flagman should place one torpedo on the rail 
while he remains at that point, to assist him in 
getting the attention of an approaching train, 
and then when he is recalled another torpedo 
140 



ghonld be placed about two hundred feet from it 
and in addition a red fuse lighted for protection. 

RULE 100. 

440. Q. When the flagman goes back to pro- 
tect the rear of train who must take his place? 

A. The in case of passenger train, and 

the nezt brakeman in case of other trains. 

EXPLANATION. — This la done so that should 
the flagman become disabled, or be left behind 
the rear end of the train will not be left un- 
C^uarded, either at that point or some future 
«top. 

RULING.— I would like to be advised of the 
particular circumstances in mind by the Com- 
cnittee at the time this rule was formulated; the 
particular class of roads it was expected it would 
affect, and anything else in connection with the 
rule that will be of interest in discussing the 
adoption of it for our line. In looking over these 
rules it seems as though Rule 99 leaves a great 
deal to the discretion of the company in adoption 
of flagging rules, and that means in turn leaving 
something to the discretion of the conductors 
which is impossible to cover in carrying out the 
principle. Yet before we come to rule No. 99» 
Rule 100 seems to lay down a very ironclad prin- 
ciple which, on such a single track road as ours 
where but two brakemen are employed on almost 
all freight trains, and being a level prairie road. 
It would hardly seem as though the rule was 
141 



necessary, and it would seem best that it should 
be left out. 

A. In answering the above question the Com- 
mittee stated, That in its opinion the rear of the 
train should not be left unguarded by the ab- 
sence of a competent employe. The Importance 
of this precaution has not until the present time 
been questioned, and the Committee under the 
circumstances does not know of any better way 
of providing for the required protection than the 
manner specified in the rule.- — Sept. 12, 1895. 

RULE 101. 

447. Q. What would you do if your train 
parted? 

A. Would give the train-parted signal and if 
possible prevent accident to the detached por- 
tions. 

447a. Q. Has the front portion right to re- 
turn for the detached portion? 
A. Yes. 

447b. Q. Can the detached portion be moved 
or passed around before the front portion re- 
turns? 

A. No. 

447c. Q. What is the duty of the trainmen 
on the detached portion? 

A. They must see that no other train passeit 
the rear portion and must notify following train» 
of the condition and they must also arrange to 
142 



protect the head portion from collision with th« 
rear portion when it returns. 

448. Q. In case you overtake a train that is 
parted, how would you proceed? 

A. The rear portion must not be moved or 
passed around. 

EXPLANATION.— It is the duty of the flag- 
man on the detached portion to flag and notify 
all trains following that the train has parted and 
also to make sure that no train passes such de- 
tached portion. The head portion has right over 
all trains to return for the rear portion, but as 
a general thing it should follow a flagman, when 
returning, on account of the danger of draft rig- 
ging or draw bars dropping on the track in such 
position as to derail the returning portion. A 
following train should not be allowed to shove 
the rear portion from where it stopped, as the 
head portion may know where the rear portion 
stopped and may be returning expecting to find 
it there, and besides, when the rear end and head 
end are both moving towards each other the 
chances for an accident are greatly increased. 
Should the head portion run by a station or more» 
before discovering that the train has parted, it 
has the same right to return for the rear portion. 
Under such circumstances if the head end meeta 
or passes any train such train must remain clear 
until the head end returns and until the train as 
a whole has passed. A train is never complete 
without its markers. 

143 



The question has been asked as to whether or 
not a superior train can pass the rear portion of 
an inferior train at any point when it holds no 
orders on the superior train. My understanding 
is that in case the train has parted it cannot, and 
in such case it is the flagman's duty to so inform 
the superior train, but in case the head portion 
has simply gone for water or coal or anything 
else, it is simply a flagging movement and does 
not come under the provisions of Rule 101, and 
therefore the superior train can proceed (unless 
held by flag) as inferior trains are required by 
rule to clear superior trains in all cases, or pro- 
tect as per Rule 99. 

RULING. — A freight train of fifty-five cars 
pulling out of a siding breaks loose three cars 
from the caboose. The three cars and the ca- 
boose are stopped clear on the siding by the 
flagman, who is on the rear end. The main line 
in the direction in which the train is going is 
down grade and around a curve so that the en- 
gineman cannot be promptly signalled. The 
conductor, who is at the switch, sees that the 
train is broken apart, and jumps on the last car 
attached to the train as it passes the switch, 
leaving the flagman on the detached portion 
on the siding. By the time the engineman can 
be signalled the train has gone so far down 
grade so that it cannot be backed up. The con- 
ductor, therefore, takes the portion of the train 
which he has to the next siding, at a distance of 
several miles, and returns with the light engine 
144 



for the detached portion. In the meantime « 
passenger train running on a fast schedule, with- 
out a stop at the siding, arrives, and the flag- 
man stops it and informs it of the circumstances. 
While the flagman does not know that the con- 
ductor intends to come back with the light en- 
gine, on the chance of their doing so he notifies 
the passenger train and they wait. The engineer 
and the conductor come back with the light 
■engine against the passenger train, presuming 
that it is stopped in accordance with Rule 101. 
The question is whether, under the rule, the 
engine of the freight train had a right to come 
back to recover the detached portion, which 
they knew to have been left on the siding, against 
the passenger train. 

Another actual case, putting the point in still, 
perhaps, better light, is one which recently oc- 
curred. The passenger train arrives at a siding 
and finds a caboose with several cars in front ol 
it with markers up on the rear end of the ca- 
boose and no trainmen at the siding. The en- 
gineer and conductor of the passenger train take 
this portion of a train with markers on the rear 
as notification of a portion of a train of which 
the front portion might come back, and wait at 
the siding until they get assurance to the con- 
trary. It is to be observed in reference to these 
two cases that Rule 101 does not limit the right 
of a train to come back to recover its detached 
portion to the case of breaking in two on the 
main line only. On the contrary, the fact that 
145 



a portion of a train with markers is found on a 
siding is only an indication that some break 
loose has happened. In the last case the indi- 
cation of the switch being set to the main line 
would lead to presume to the contrary, but the 
position of the switch would not be given con- 
clusive weight under any circumstances. 

In the first case above mentioned, we would 
be glad to have the construction of the Train 
Rule Committee as to the right of the engine 
of the front train, under Rule 101, to come back 
for the detached portion and in the second as 
to whether the passenger train was right In 
waiting on finding the detached cars with mark- 
ers on the rear of the caboose standing on the 
aiding. 

Answer. In reply the committee decided that 
in the first case, in accordance with Rule 101, 
the engine had absolute right to go back to re- 
cover the detached portion of the train. In the 
second case, the passenger train should not have 
waited. — Dec. 9, 1896. 

RULE 102. 

449. Q. When cars are being pushed by an 
engine, what precaution must be taken to insure 
safety? 

A. A flagman must take a position on the 
front of the leading car. 

EXPLANATION. — This for the reason that a 
flagman on the leading car would be in a po- 
146 



Bition to warn persons on or near the track and 
also he could see the position of other cars and 
switches and signal the engineman in case of 
need. 

RUIiE 103. 

450. Q. Should messages or orders respect- 
ing the movements of trains or condition of the 
track or bridges be in writing? 

A. Yes. 

EXPLANATION. — If allowed to report such 
cases verbally the operator or other person to 
whom report was made might forget to notify 
the superintendent or might give the wrong in- 
formation. Besides, it is always desirable to 
have such messages in writing so that they can 
be referred to if desired, and so they can be filed 
as a matter of record. 

RULE 104. 

451. Q. How must switches be left after hay- 
ing been used? 

A. In proper position. 

452. Q. Who is responsible for the proper 
adjustment of switches? 

A. The conductor, except where switch ten- 
ders are stationed. 

453. Q. May you leave a switch open for a 
train or section that is following you? 

A. Not unless it is in charge of a trainman 
of the following train. 

147 



EXPLANATION. — In case a train backs in 
on a siding the engineman should give attentioa 
to the proper closing of the switch. Switches 
should always be kept in a certain position, and 
after it has been used it must be immediately 
returned to its proper position. When a train 
is approaching or passing over a switch no per- 
son should stand near the switch lever. 

RULING. — The question of the proper inter- 
pretation of Rule 104 was brought before the 
Committee, it having been stated that the word 
"responsible" is ambiguous. 

Answer. The Committee unanimously agreed 
that the conductor is the person to be held re- 
sponsible for the proper use of the switches by 
himself or his trainmen and that the word "re- 
sponsible" should be taken in its true, literal, 
dictionary sense, viz: Answerable, amendable 
accountable. — Apl. 8, 1890. 

Question.—An investigation of a recent acci- 
dent in this state, caused by the collision of an 
incoming passenger train with a train standing 
on a passing siding, due to the fact that the 
switch ahead of the train on the siding was set 
wrong, developed the fact that there is a very 
marked disagreement on the part of the general 
managers and operating officials of the various 
roads in this jurisdiction as to the construction 
of the Standard Code of Rules in respect of the 
duty of any member of a train crew that take 
the Biding to meet a train, to have any respon- 
148 



Blbillty as to the safety of the switch ahead. Som0 
of these officials insist that Rule 104a, together 
with Rule 105, make it the duty of the condnctor 
and engineer of the train on the siding In th» 
supposed case to see that the switch ahead Is 
safe for the main line. Others insist on the con^ 
trary, and that the requirement that any of the 
train crew on the siding in the supposed cas® 
should have any responsibility in regard to the 
switch ahead is contrary to the requirements of 
good railroading. 

On one of the roads interested, the Standard 
Code Rule 104 has been modified by adding % 
clause: "Engineers must see that the switches 
at the front end of their trains are set right/* 
and their operating officials assure me that un- 
der Rule 105 of the Standard Code they would 
expect the conductor to feel responsible for know- 
ing that his train was properly protected at botfc 
ends. 

Now It seems to me that a rule regulating sucli 
an Important matter should be so framed that 
there is no need for any difference of opinio* 
as to its meaning; and that if there is any room 
for such difference, the proper constructlom 
should be settled by the Association. 

The Committee considered the questlojs^ fulfir 
and made reply as follows: 

"Rule 104 of the Standard Code of Train Rules 
only attempts to place responsibility for the po- 
sition of a switch when used by a train. It Is 
obviously impossible to frame a rule placing the 
149 



responsibility for conditions ahead of a traia. 
other than provided in Train Rules 105 and 
106." 

RULE 105. 

454. Q. Who are responsible for the safety 
of their trains? 

A. Both conductors and enginemen. 

455. Q. When an emergency arises which is 
not covered by the rules what must enginemen 
and conductors do? 

A. Take every precaution to prevent accident, 

EXPLANATION. — Rule 105 states that both 
conductors and enginemen are responsible for 
the safety of their trains, and, under conditions 
not provided for by the rules, must take every 
precaution for their protection. 

In case either one fails to observe the rules 
or fails to have the proper authority for a move- 
ment, the other man is in position to look out 
for those duties, in which case he is also held re- 
sponsible. 

RULE 106. 

456. Q. In case of doubt or uncertainty, how 
would you act? 

A. Take the safe course and run no risks. 

EXPLANATION. — Rule 106 is a good rule, 
but it should never be used to bolster up defec- 
tive rules which can and should be remedied. 
150 



Rules for Movement by 
Train Orders 



RULE 201. 

470. Q. For what are train orders used? and 
must the prescribed forms be used? 

A. For movements not provided for by time- 
table; prescribed forms must be used when ap- 
plicable. 

471. Q. What must they contain? 

A. Only information and instruction essen> 
tial to such movement. 

472. Q. May train orders containing eras- 
ures, alterations or interlineations be accepted? 

A. No. 

472a. Q. By whom are movements not pr^ 
scribed by time-table authorized? 

A. The superintendent (sometimes this au- 
thority is delegated to the chief dispatcher or 
the train master). 

151 



472b. Q. May the different forms of train 
orders be combined? 

A. Yes, provided that no movement should 
be included which does not directly affect the 
first train named. 

472c. Q. Must the prescribed forms be used 
when applicable? 
A. Yes. 

EXPLANATION.—Rule 201 is intended to 
prevent the sending of unnecessary orders. It is 
also worded in such a manner that when the dif- 
ferent train order forms are combined in one 
order care should be taken to see that all move- 
ments in the order affect the first named train. 
When applicable, the prescribed forms must be 
used. This means that the train dispatcher may 
vary from the forms when it becomes necessary 
to do so. However, the forms cover nearly any 
situation which can arise so they are generally 
applicable. 

RULING. — The following questions were 
asked in regard to this rule: 

First. — As Rule 201 only authorizes the issu- 
ance of orders not provided for by time-table, 
am I correct in assuming that an order does not 
affect a standard rule? 

Second. — If train orders as per forms A to L 
affect rules, where will I find authority? 

Third. — If orders affect time-tables only at 
per Rule 201, do they affect anything on the 
152 



time-table, which Is the existence of trains and 
their time and class? 

Answer. The Committee stated that Rule 201 
authorizes the issuance of orders for the move- 
ment of trains which are not provided for In the 
time-table and the authority for the execution of 
such orders is the signature of the superintend- 
ent attached. As the time-table is made to con- 
form to the Standard Code, the assumption that 
an order does not affect a Standard Rule is not 
correct. 

In regard to the second Inquiry, as has above 
been stated, the authority is the signature of tht 



In regard to the third Inquiry, Rule 201 ti 
clear when taken in connection with the form of 
orders and only affects what is contained in an 
order, and trains may be annulled and their tim* 
and class changed. — ^April 7, 1891. 

BULB 202. 

473. Q. Most train orders be glren in thm 
aame words to all persona or trains addressed. 
A. Yes. 

EXPLANATION. — It if improper to gire to a 
train or person only such part of an order ai may 
directly concern them. Each order must ba 
given in full when given under its original num« 
ber. 

RULING.— Order 20 gives engine 17 right f 
work extra between Rendville and Drakes, pro- 
153 



tecting itself against other specified extras. Or- 
der 37 gives engine 15, south bound, rightfa to 
run extra Fultonham to Drakes, which puts 
them over the limits assigned engine 17, saying 
in the order engine 17 is working extra between 
Rendville and Drakes, but does not say that en- 
gine 17 is protecting itself. When engine 15 
arrives at Rendville, which is the northern limits 
covered by extra 17's orders, how does extra 15, 
according to the rule or order 37, get from 
Rendville to Drakes without flagging against ex- 
tra 17? This information is asked for as it is 
not clear that on order 37, extra 15 can get over 
the limits of extra 17 working between Rend- 
yille and Drakes, without flagging. Has the ex- 
planations to the examples, given under forms 
of orders, anything to do with Rule 202? Should 
the orders not be given, and run upon, strictly la 
accordance with the rule? And is, or is it not, 
meceBsary under the circumstances for extra 15 
to protect tself when it strikes the limit of work 
train extra 17? 

Answer. In the judgment of the Committee 
the orders do not violate the requirements of 
Rule 202, for the reason that order No. 20 to 
engine 17 was of such a character that no other 
train could be directly affected by it, and order 
No. 37 to engine 15 in no way affected order No. 
20, held by engine 17. The answer to the last 
question, as to whether engine 15 should pro- 
tect itself within the limits of engine 17, is no. — 
Dec. 9, 1896. 

154 



RULE 203. 

474. Q. At what time each day will a new 
aeries of numbers for train orders be started, and 
how shall they be numbered? 

A. At midnight. They must be numbered 
consecutively. 

EXPLANATION. — It is not necessary that the 
Hirst order sent after midnight should be num- 
ber one, although this is the usual arrangement, 
except where subdivisions are operated from the 
same dispatching office. When this is done num- 
bers on one subdivision begin with No. 1 and 
on the other with No. 200, or some number suf- 
ficiently high to prevent duplicate numbers be- 
ing sent. 

RULE 204. 

475. Q. To whom must train orders be ad- 
dressed? 

A. To those who are to execute them. Those 
for a train must be addressed to conductor and 
engineman and also to anyone who acts as its 
pilot. 

476. Q. When two or more engines are at- 
tached to a train, should each engineman have 
«opies of all orders affecting that train? 

A. Yes. 

477. Q. Can a train order be used by any 
train except the one addressed? 

A. No. 

155 



478. Q. How will conductors and englnemen 
respect orders addressed to operators restricting 
tlie movement of trains? 

A. As if addressed to them. 

EXPLANATION. — When conductors or en- 
ginemen change off on the road they must trans- 
fer to each other all train orders or other In- 
structions which affect their trains. 

When an operator holds an order which re- 
stricts the movement of a train, he should mak6 
copies of it and deliver one to conductor and en- 
gineman of all trains concerned, hut need not 
take their signature (unless the rules of his 
road require it). 

Train orders must he addressed to those who 
are to execute them and a copy for each person 
addressed must be provided by the operator. 

RUIiE 205. 

479. Q. What record must dispatcher make 
of train orders and when? 

A. Each train order must be written in full 
In a book provided for that purpose and with it 
recorded the names of those who have signed for 
it, also time and signals showing what offices 
have repeated it and the dispatcher's initials. 

EXPLANATION.— Rule 205 refers to th© 
method of keeping the record of train orders in 
the train dispatcher's office. These records must 
be made at the time and never from memory or 
memoranda. 

156 



RUIiE 200. 

480. Q. How will regular trains be deslf^^ 
nated In train orders? 

A. By their numbers as "No. 10" or "2d No. 
10/* adding engine number if desired. 

481. Q. How will extra trains be designated? 

A. By their engine number, adding the direo- 
tion, as "extra 798 west." 

482. Q. How will other numbers and thmtf 
he stated? 

A, In figures only. 

EXPLANATION.— The Standard Codes doe» 
not require that the numbers of trains shall b« 
gpelled out; however, many roads require that 
fill numbers in the body of a train order shall b© 
spelled out in full and then duplicated in figures. 
Where the telephone is used for dispatching 
trains, all numbers should be spelled out to in- 
jure accuracy of transmission. 

RULING. — Question. When there are two or 
iuure engines coupled to an extra train, which 
engine number should be used to designate the 
extra train under Rule 206? Rule 22 prescribes 
that the leading engine shall display the green 
or white signals, but the question is whether th« 
number of the leading engines should be used 
to designate the extra train. 

Answer. The recommendation of the Com- 
mittee is that the number of the leading engine 
should be used. — Ruling Sept. 24, 1900. 
157 



RULE 207. 

483, Q. What signal does the dispatcher give 
to each office in transmitting an order? 

A. "31" or "19," followed by the directiott, 
and if more or less than three copies are desired 
the operator is informed. 

EXPLANATION.— Where the "19" and "31'^ 
order are not both in use, the signal may b» 
omitted, except that these signals, either "19** 
or "31," should be used to clear the line for tralK 
orders. 

RULE 208 (A). 

484. Q. To which train must the order b« 
addressed first? 

A. To the superior train. 

484a. Q. Mast the order be transmitted 
simultaneously to as many offices as possible? 
A. Yes. 

RULE 208 (B). 

185. Q. How must a train order for two or 
more offices be sent? 

A. Simultaneously to as many as practicable. 

486. Q. How will the address be sent? 

A. In order of superiority of trains. 

487. Q. What does the operator at the meet- 
ing or waiting point do? 

A. He must deliver copies of his order to 
all trains affected until all have arrived from 
one direction. 

158 



EXPLANATION. — Two forms of Rule 208 are 
Bubmitted by the Standard Code. Rule 208 (A) 
does not require the order to be sent to the 
operator at the meeting or waiting point. Rule 
208 (B) requires that it shall be sent to the 
operator at the meeting or waiting point. 

Under either example the address must be 
given in order of the superiority of trains. When 
the order cannot be sent to all trains concerned 
at one time it must be sent first to the superior 
train. This is necessary in order to protect the 
movement, for should the order be sent first to 
the inferior train and afterwards the wire go 
down or the dispatcher forget to send the order 
to the superior train accident would result. 

Under 208 (B) the operator at the waiting or 
meeting point must take copies enough so that 
he can deliver them to all trains affected until all 
have arrived from one direction, when, if he has 
no further orders, his signal may be turned to 
proceed. Trains receiving a copy of the order 
at the waiting or meeting point must be governed 
by it regardless of the fact that it is not ad- 
dressed to them, and is addressed to the oper- 
ator, because this is a special case covered by 
special rule. 

RULE 209 

488. Q. How will operators write train or- 
ders? 

A. In manifold during transmission. 

488a. Q. If operator is unable to make the 
159 



required number of copies during transmission* 
how will extra copies be made? 

A. He must trace additional copies from one 
of the copies first made. 

EXPLANATION. — If the typewriter is used for 
copying train orders, when additional copies are 
made, the order must be repeated from such 
copies to the train dispatcher and complete, given 
in the usual manner. 

This is necessary in order to avoid mistakes 
in transcription by the operator and there should 
be no deviation therefrom. 

RULE 210. 

489. Q. How will operators proceed with 
repetition of a "31'* order? 

A. Unless otherwise directed operators must 
repeat orders at once from the manifold in the 
succession in which the several offices have been 
addressed, watching to see that others repeat It 
correctly. 

490. Q. After the order has been repeated, 
who will sign for it? 

A. Those to whom the order is addressed, ex- 
cept enginemen. 

491. Q. What is the operator's duty in re- 
gard to the order after it has been signed? 

A. He must send the signature to the dis- 
patcher, who will give complete and the time. 

Also the initials of the . 

160 



491a. Q. What will the operator do after 
"complete" has been given by the dispatcher? 

A. The operator will then write on each copy 
the word "complete," the time and his last name 
in full and deliver a copy to each person ad- 
dressed, except engineman. Engineman's copy 
must be delivered to him by . 

EXPLANATION. — The blanks in the above 
rule may be filled by each road to suit its own 
requirements. On roads where the signature of 
the engineman is desired, the words "except en- 
gineman" and the last sentence in the second 
paragraph may be omitted. If preferred, each 
person receiving an order may be required to 
read it aloud to the operator. 

In the handling of a "31" order the conductor 
is required to call at the office and personally de- 
liver the order to the engineman. 

RULING. — Question. Order No. 50, sent June 
30th at 10:15 p. m., for engine 15 to run extra 
A to Z, OK given at 10:20 p. m. I will ask if 
this order given June 30th and OK at 10:20 
p. m., signed and made complete July 1st, 12:15 
a. m., was sufficient orders for the train to move? 
Or, in other words, does the fact that this order 
was placed on June 30th and OK'd on that date 
and not signed for three hours, which put it in 
another month (July) and complete given at 
12:15 a. m., make it of no value? 

Answer. A train order is in effect when it 
has been repeated or "X" response sent as pro- 
161 



Ylded in Rule 214. Train orders once in effect 
continue so until fulfilled, superseded or an- 
nulled as per Rule 220. 

Question. Under Rule 210, should train dis* 
patcher acknowledge repetition of a train order 
by the operator by giving OK? 

Answer. In reply to this question, the Com- 
mittee is of the opinion that while there is no 
objection to the use of the OK as suggested, the 
rules do not require it. It was considered by the 
Committee not to be necessary for the safety 
of operaton, and was, therefore, omitted. — Rul- 
ing, 1902. 

Question. Who fills out the "Train Number" 
on bottom of 31 orders? 

Answer. It is the opinion of the Committee 
on Train Rules that the conductor, when he 
signs the order, should indicate the train he is 
running in the space provided for the purpose. — 
Ruing, 1905. 

RULE 211. 

492. Q. What is the procedure with a "19'* 
order? 

A. The same as with a "31" order, except it 
is not signed and complete is given by the dis- 
patcher when the order is repeated, and the 
operator personally delivers a copy to each per- 
son addressed. 

493. Q. If to deliver the engineman^s copy 

162 



would require the operator to leave the vicinity 
of his office, who would deliver it? 

A. The . 

494. Q. When a "19" order is issued for a 
train at a point where its superiority is restrict- 
ed by such order how will delivery be made? 

A. The train must be brought to a stop be- 
fore delivery is made. 

EXPLANATION.— In handling the "19" order 
the train dispatcher gives complete to it as soon 
as it has been repeated and the operator must ar- 
range to deliver the order to the train while it is 
in motion, except that when it would take the 
operator from the immediate vicinity of the of- 
fice to deliver the order to the engineman, the 
engineman's copy will be delivered to him by the 
conductor. When a "19" order is issued to a 
train at a point where the superiority of such 
train is restricted by the order, the train must 
be brought to a stop before delivery of the order 
is made. 

RULING. — Question. Can a 19 form of train 
order be used in moving trains whose rights 
might thereby be restricted? If it is not con- 
sidered good practice to use this form of order, 
will you kindly advise the purpose for showing 
"X" response on the Standard train order blank 
for this form of order? Heretofore, our com- 
pany has not used a 19 order for a train whose 
rights would be restricted thereby. 

Answer. Yes; but the restriction of the use 
163 



of the 19 order by any road so desiring is per* 
missible under the Standard Code. 

RUIiE 212. 

495. Q. When may **X" response be giTen? 
State the manner in which it is given. 

A. When directed by the train dispatcher. 

495a. Q. What is the procedure? 

A. When directed by the dispatcher operator 
will say "X" (order) No. — to (train) No. — ," 
with his initials and office signal. He will then 
write on the order his initials and the time. 

EXPLANATION. — On a division where the 
traffic is heavy it sometimes happens that a con- 
siderable time can be saved to a train by having 
the operator at the point where an order is ad- 
dressed to the superior train "X" the order so 
that it will not be necessary for him to repeat 
it in full before the operator who has copied 
the order for the inferior train repeats his copy. 
In such cases the "X" response acts as a hold 
order and permits the movement of the inferior 
train before it otherwise could go; perhaps the 
minute thus saved will save the inferior train 
a stop for the order. When this is done the or- 
der must be repeated in the regular manner as 
soon as possible thereafter. 

. , RULE 213. 

496. Q. WTien may complete be given to tat 
inferior train? 

164 



A. Not until the order has been repeated 
or "X" response sent by the operator who re- 
ceives the order for the superior train. 

EXPLANATION. — "Complete" must not be 
given to a train order for delivery to an inferior 
train until the order has been repeated by the 
operator who holds the order for the superior 
train, or until he gives the "X" response. Com- 
plete must not be given to an order to a superior 
train when such order has only been receipted 
by the "X" response and has not been repeated. 

RULE 214. 

497. Q. How is an order regarded before 
eomplete has been given and after it has been re- 
peated or **X" response sent? 

A. As a holding order for the train ad- 
dressed. 

498. Q. When a **31" order has been sent 
and repeated, or *'X" response sent, and before 
"complete" has been given, the wire fails, has 
the train to whom this order is addressed the 
right to proceed? 

A. No. 

499. Q. If the line fails before an office has 
repeated an order or "X" response has been sent, 
is the order effective? 

A. No. 

EXPLANATION. — Supposing an order has 
been sent for a train at B. If the wire fails be- 
165 



fore the operator at B has repeated it or before 
he has given the "X" response for it, the order 
must be treated as though it had not been re- 
ceived. But if the wire fails after the order has 
been repeated or its receipt acknowledged by the 
"X" response, then it acts as a holding order for 
the train addressed. Roads which use "19" or- 
ders for all movements have no trains tied up ac- 
count of wire failure except in case the "X"re- 
sponse is given to an order and the wire fails 
before it is repeated and "complete" received. 

RULING. — Question. Please refer to Rule 
214, second paragraph, reading: "If the line fail 
before an office has repeated an order or has sent 
the "X" response, the order at that office is of 
no effect and must be treated as if it had not 
been sent." A rule has been proposed as a com- 
panion thereto which will admit of trains moving 
in case of wire trouble. We have had some se- 
rious delays occur by reason of a ruling train 
having to be held indefinitely for "complete" to 
an order, the time in which had expired or about 
expired. The rule proposed reads as follows: 
"If the line fails after an office has repeated 
an order for which OK and the acknowledgment 
has been given and the dispatcher cannot be 
reached to give complete to same, the operator 
will complete and deliver the order in the usual 
manner, writing after the word complete, "as 
per Rule 210A," and permit the train to proceed. 
The operator will notify the dispatcher of his 
action as soon as communication is restored. 
166 



The conductor and engineman will advise the 
dispatcher from the first open telegraph office 
from which he can be reached. I will be pleased 
to know what your experience has been and 
what your practice is, also to have you criticise 
the proposed rule. 

Answer. The Committee does not approve 
the proposed rule nor does it think it wise to 
make any change in the method of handling the 
"31" order. If greater freedom is desired Rule 
211 provides for the use of the "19" order and 
will avoid the suggested difficulty. — Oct. 14, 
1908. 

RUIjE 215. 

500. Q. What copy of a train order must the 
operator keep? 

A. The lowest copy. 

EXPLANATION. — This is done as all the sig- 
natures will appear on the lowest copy and also 
because the lowest copy is liable not to be as 
plain as the other copies. 

RULE 216. 

501. .Q What are the requirements when 
orders are delivered by the train dispatcher? 

A. The same as at other offices. 

EXPLANATION. — Some roads require that an 
operator in the dispatcher's office copy the order 
during transmission the same as is done at other 
offices, for only in this manner can the rule be 
fully observed. 

167 



RULE 217. 

502. Q. How should an order be addressed to 
a train which cannot be reached by telegraph? 

A. C. & E. No — at care of . 

503. Q. Whose signature must be taken be- 
fore "complete" is given when form 31 is used^ 
and with what copies should the person deliver- 
ing the order be supplied? 

A. The signature of the person in whose care 
the order is sent; one for engineman, one for 
conductor, and one for the person who delivers 
the order. 

504. Q. What must he do with the copy he 
retains, and whose signature must appear 
thereon? 

A. The signature of the conductor and en- 
gineman of the train which is to use the order 
must appear on the order. He will deliver this 
copy to the first telegraph operator accessible. 

505. Q. Will the train receiving this order 
act on it as if complete had been given in the 
usual manner? 

A. Yes. 

506. Q. For orders sent as above can com- 
plete be given to an inferior train before the slg- 
natui'e of the conductor and engineman of the 
superior train, whose rights are thereby restrict- 
ed, have been received? 

A. No. 

168 



EXPLANATION. — It sometimes happens that 
a train is delayed at a blind siding until it is un- 
able to proceed against opposing trains, and in 
such a case it becomes necessary to send train 
orders to it in care of some person. When the 
"31" order is used in a case of this kind "com- 
plete" will be given to the order upon the re- 
ceipt of the signature of the person in whose 
care the order is being sent. This person must 
be supplied v/ith copies for the conductor and en- 
gineman of the train addressed, and also a copy 
on which he must take the signature of the con- 
ductor and engineman of the train addressed, 
which copy will then be delivered to the first 
telegraph operator accessible, who will immedi- 
ately transmit the signatures to the train dis- 
patcher. Orders so delivered will be acted upon 
as if "complete" had been given in the usual 
manner. When orders are sent to a train at a 
non-telegraph station which restrict the super- 
iority of such train, "complete" must not be 
given to the inferior train until the signature of 
the conductor and engineman of the train at the 
non-telegraph station have been sent to the train 
dispatcher. 

Under no other conditions does the Standard 
Code require enginemen to sign train orders ex- 
cept in case a train order is sent to a train at a 
station after the train has been cleared or the 
engine has passed the train order signal. 



169 



RULE 218. 

507. Q. When a train is named in an order 
by its schedule number alone are all sections 
included? 

A. Yes. 

507a. Q. Must each section have copies of 
the order delivered to it? 
A. Yes. 

EXPLANATION. — When a train is named in 
a train order by its schedule number alone it has 
the same effect as if all sections were mentioned 
in the order. When possible the train dispatcher 
should designate each section, but as this is not 
always possible. Rule 218 furnishes a necessary 
explanation. When an order has been given for 
No. 1 to meet No. 2 at D and there are two sec- 
tions of No. 1, and it is desired to make a meet 
at C for No. 2 and 2d No. 1, the order should 
read, "No. 2 meet 2d No. 1 at C instead of D." 

To fully understand the effect of Rule 218 on 
an order one has simply to substitute the number 
of sections for the schedule number which has 
been used. For example, extra 2652 was given 
an order to run ahead of No. 21 until overtaken. 
No. 21 passed extra 2652 at C. In this case 
the order gave extra 2652 right to run ahead 
of all sections of No. 21, because the order named 
the train by its schedule number alone, and. be- 
cause of this, when the first section overtakes 
extra 2652 it can pass, and extra 2652 can pro- 
ceed ahead of 2d No. 21 until 2d 21 in turn 
170 



overtakes the extra, when it can pass. In con- 
nection with this you will note that the rule re- 
quires that all sections must have a copy of the 
order, which makes the movement entirely safe 
and fully understood by all sections of No. 21. 
If it was the intention that the order simply 
cover a movement ahead of the first section, in 
such a case, then the rule would be in error in 
directing that all sections must have copies of 
the order, since in that case it would not affect 
any but the first. In short, when a train re- 
ceives an order with respect to another train, 
which is mentioned by its schedule number alone, 
it must be regarded as including all sections. 
Each section receiving such an order must be 
prepared to execute the order. In fact, to under- 
stand such an order, substitute the words "all 
sections of No. 21" for the words "No. 21," and 
the meaning will be clear. 

RULE 219. 

608. Q. May an operator repeat or give the 
**X" response to a train order for a train, the 
engine of which has passed his train order sig- 
nal, before he has ascertained that the conductor 
and engineman have been notified that he has or- 
ders for them? 

A. No. Not unless otherwise directed. 

EXPLANATION. — It is understood in Rule 
219 that it refers to the engine passing the sig- 
nal while in the clear position, otherwise the 
171 



signal would govern, and besides engine has no 
right to pass a train order signal while in the 
stop position. 

When an engine has passed the signal and it 
is desired to get orders to it the signature of the 
conductor and engineman must be obtained to 
the order before acknowledging receipt of the 
order. The rule says, "unless otherwise di- 
rected;" this means that in case the order is on© 
which the train requires for its own movement 
before it can leave the station, then the dis- 
patcher can "otherwise direct" the operator, 
who may then repeat the order before obtaining 
the signatures. 

RULE 220. 

509. Q. How long do train orders, one© In 
eS'ect, continue so? 

A. Until fulfilled, superseded or annulled. 

510. Q. May part of any order specifying » 
particular movement be annulled or superseded? 

A. Yes. . . . . . ™. . ,' 

511. Q. Are orders held by or issued for a 
train which has lost its rights as per Rule 4 or 
82, effective? 

A. No. 

512. Q. Does a part of an order relating to 
a regular train become void when such train 
loses both right and schedule as per Rule 4 and 
82 or is it annulled? 

A. Yes. 

172 



EXPLANATION. — It is understood that when 
a train reaches its terminal all orders which it 
holds become void. It is also generally under- 
stood that when an extra train expires by limita- 
tion of time or place, any orders it holds become 
void unless special rules otherwise provide. 

Train orders once in effect continue so until 
fulfilled, superseded or annulled. 

Any part of an order specifying a particular 
movement may be either superseded or annulled. 
When an order, or part of an order, is super- 
seded the words "instead of" are always used. 
If they are omitted no supersedure takes place. 
Orders held by or issued for, or any part of an 
order relating to a regular train, become of no 
effect when such train is annulled. The rules do 
not specially state the fact, but it is generally 
conceded that when a train reaches its terminal 
station on a division, any train orders held by 
that train become of no effect. The terminal 
station of an extra train in such cases is con- 
sidered to be the station to which they held or- 
ders to run extra and if upon arrival at such 
terminal station they are given orders to pro- 
ceed extra to a new terminal station, should any 
orders which they held be needed to protect 
them on the new run, such orders must be re- 
peated to them by the dispatcher when he 
creates the run. 

RULING. — Suppose an order is issued to No. 
1 at A and No. 2 at C, reading: "No. 1 will wait 
at B until 5 p. m. for No. 2." No. 1 being the 
173 



superior train. Subsequently an order is Isaued 
to No. 1 at B and No. 2 at C, reading: "No. 1 
and No. 2 will meet at C." Does the latter order 
cancel the previous time order? 

Answer. The Committee refers to the first 
paragraph of Rule 473 (now Rule 220), "Train 
orders once in effect continue so until fulfilled, 
superseded or annulled." Therefore, if the train 
order had not expired at B, then that order must 
be annulled before the meeting order would be 
effective. Under the conditions named the sec- 
ond order should preferably read: "Order No. 
— is annulled. No. 1 and No. 2 will meet at C* 

CRITICISM. — Rule 220 does not cover the sit* 
nation as fully as it might. We suggest that 
there be a paragraph added to the rule reading: 
"Orders held by, or any part of an order relating 
to, an extra train, become void when the exist- 
ence of such train ends by limitation of time or 
place, or when the order creating it is annulled 
or superseded." With an addition of this kind 
the rule would cover the situation and clear up 
several points which are now serious questions of 
procedure. 

RUIiE221 (A). 

Note. — On roads where the normal indica- 
tion of the signal is "proceed" the examiner will 
omit Questions on Rule 221 A. 

513. Q. What will the fixed signal indicate 
at each train order oflice when the operator is 
on duty? 

A. Stop. 

174 



514. Q. May a train pass the signal while 
stop is indicated? 

A. No. 

515. Q. When will this signal be fastened at 
"proceed?" 

A. When no operator is on duty. 

516. Q. If a train order signal is not dis- 
played at a night office, what is required of con- 
ductors and engineers? 

A. Stop and ascertain cause and report the 
facts from the next open telegraph office. 

517. Q. What signals must operators keep 
on hand to use if fixed signal fails? 

A. Hand signals. 

Note to Rule 22 lA. — The conditions which 
affect trains at stations vary so much that it is 
recommended each road adopt such regulations 
supplementary to this rule as may best suit its 
own requirements. 

EXPLANATION. — There are two rules shown 
in the Standard Code governing the use of the 
train order signal. 

The first rule (221 A) is intended for use on 
roads where the normal indication of the signal 
is "stop." The other rule (221B) is to be used 
on roads where the normal indication of the 
signal is "clear." 

Rule 221 (A) requires that fixed signal must 
be used at each train order office, which must 
indicate "stop" when there is an operator on 
175 



duty, except when changed to proceed to permit 
a train to pass, after giving it orders, or for 
which there are no orders. 

If the fixed signal is not displayed at an office 
where an operator should be on duty at night, 
trains which have not been notified otherwise 
must stop and find out the cause, and report the 
facts from the next open telegraph station. When 
the semaphore is used at a train order station it 
v/ill indicate "stop" when horizontal and pro- 
ceed when in an inclined position. 

When stop is indicated a train must not pass 
the signal. When the signal is cleared for a 
train to pass, it must be returned to stop as soon 
as the train is by. It may only be fastened in 
the proceed position when there is no operator 
on duty. Operators must provide themselves 
with proper appliances for hand signaling and 
have them ready for immediate use, if for any 
reason the fixed signal should fail to work 
properly. 

RULE 221 (B). 

Note. — On roads where the normal indication 
of the signals is "stop," examiners will omit 
Questions on Rule 221B. 

518. Q. What kind of a signal must be use<l 
at each train order office? 
A. A fixed signal. 

518a. Q. W'hat will the fixed signal at each 
train order office indicate when there are no 
orders ? 

176 



A. Proceed. 

519. Q. When there are orders what will It 
indicate? 

A. Stop. 

520. Q. When an operator receives the signal 
"31" or "19" what will he do? 

A. Immediately display stop signal and re- 
ply, "stop displayed." 

521. Q. Must the dispatcher give direction 
when he gives the "31" or "19" symbol? 

A. Yes. 

522. Q. When train order signal is displayed 
at stop, under what conditions may a train 
pass it? 

A. When a clearance card is issued. 

523. Q. If signals are not displayed from a 
night office, what must trains do? 

A. Stop and ascertain cause and report from 
next open telegraph office. 

524. Q. In what position is the signal to in* 
dicate stop? 

A. . 

525. Q. Must operators keep hand signals 
ready for use should fixed signals fail? 

A. Yes. 

Notes to Rules 221A and 2 2 IB. — The Commit- 
tee has recommended two forms of Rule 221, 
leaving it discretionary to adopt one or both of 
these forms according to the circumstances of the 
traffic. 

177 



EXPLANATION. — If a train stops while stop 
is indicated and operator changes signal to pro- 
ceed, the train may go on signal from conduc- 
tor, without orders or clearance card, provided 
the engineman can see that the signal is clear. 

Rule 221 (B) requires that a fixed signal must 
be used at each train order office, which must in- 
dicate stop when trains are to be stopped for or- 
ders, but when there are no orders the signal 
must indicate "proceed." When the operator re^ 
ceives the signal "31" or "19" followed by th© 
direction, he must immediately display the stop 
signal for the direction indicated and reply "stop 
displayed," and until the orders have been de- 
livered or annulled the signal must not be re- 
stored to proceed. The operator in saying "stop 
displayed" will use the letters "s. d.," which 
stand for "stop displayed." While stop is indi- 
cated trains must not proceed without a clear- 
ance card. Operators must provide themselves 
with proper appliances, ready for immediate use, 
so they can signal the train by hand, should the 
fixed signal fail to work. 

If a signal is not displayed at an office, which 
should be open at night, trains which have not 
been notified that such office is closed, must stop 
and ascertain the cause, and report the fact from 
the next open telegraph station. When the 
semaphore is used at a train order station it in- 
dicates "stop" when horizontal and "proceed" 
when in an inclined position. 

When an operator receives "31" or "19"' he 
178 



must immediately display stop signal and reply 
"SD." This must be done at once and before the 
dispatcher is permitted to start the order. 

After an operator has replied "SD" and before 
he has repeated or "X"d the order, should the 
line fail, the operator may take in his signal, 
the order, or whatever part of it may have been 
sent, is considered as if it had not been sent at 
all. This is equivalent to the annulling of the 
order in its effect upon the action of the operator 
at the station where it is issued. 

RUI.E 222. 

526. Q. Will operators record the time of 
trains and report same? 

A. Yes. 

EXPLANATION. — In our opinion there is too 
little attention given to Rule 222. When a dis- 
patcher is calling an operator for an O. S. his 
time is being wasted and the movement of trains 
is correspondingly impaired, and if there was 
nothing more to be said on the subject than this 
it would merit more attention than it now re- 
ceives. But there is another and more serious 
side to Rule 222. A great many collisions have 
have been prevented by a prompt train report 
being given to the train dispatcher, which has 
enabled him to stop some opposing train in time 
to prevent an accident. A few minutes delay in 
an O. S. and both trains may be between stations 
where they cannot be reached. 
179 



In looking over a detailed report of accidents 
you will find that quite a number of them could 
have been prevented by the prompt report of a 
train to the dispatcher. Operators who habit- 
ually fail to give prompt O. S., or operators who 
wait for the dispatcher to ask them to O. S., 
should be dismissed from the service as they are 
failing in their duty, delaying trains, and are a 
menace to life and property. 

RULE 223. 

527. Q. May specified signs be used. 
A. Yes. 

EXPLANATION. — This rule concerns the 
movement of trains by telegraph and it permits 
the use of the following abbreviations and sig- 
nals: 

Initials for the signature of the . 

Such office and other signals as are arranged 
by the — . 

C & E for the Conductor and Engineman. 

X — Train will be held until order is made 
"complete." 

Com — for Complete. 

OS — Train Report. 

No — for Number. 

Eng — for Engine. 

Sec — for Section. 

Psgr — for Passenger. 

Frt — for Freight. 

Mins — for Minutes. 

180 



Jet — for Junction. 

Dispr — for Dispatcher. 

Opr — for Operator. 

31 or 19 — to clear the line for Train Orders, 
and for Operators to ask for Train Orders. 

S D — for "Stop Displayed." 

The usual abbreviations for the names of the 
months and stations. 




181 



Forms of Train Orders 



EXPLANATION. — When the Conductor signs 
an order he is responsible for his train being 
safely held or moved in accordance with the 
order. The Engineman is equally responsible, 
but not until he has received his copy of the 
order. The conductor has not the right to sign 
for an order unless he is sure that he has train 
fully in his control. 

When a train is run extra on a schedule such 
extra does not lose its rights when it is 12 hours 
late. 

When one train holds orders concerning 
another train which has become twelve hours 
late, such orders, or parts of orders as relate to 
the train which is twelve hours late, become of 
no effect. When a train reaches its terminal, 
any orders which it may hold become void, and 
should the same crew be started out from that 
terminal on another train, it must be given new 
copies of all orders by which they are to be 
governed. The terminal for an extra train is 
considered as being the point to which it is 
182 



ordered to run extra. If such extra train is 
moved beyond this point on a subsequent order. 
It is considered as being a new train, and must 
be protected as such. The reason for this is that 
all orders which can properly be issued to a train 
are based on the fact that such train exists. In 
case of a regular train it exists by authority of 
its schedule, on certain days, between definite 
points; an extra exists by authority of the train 
order, which gave it right to run from one certain 
point to another certain point and it has no 
existence except between those certain points. 
Consequently all orders addressed to it must be 
limited to the particular train to which they are 
addressed; also for use on the particular portion 
of track over which such train is authorized to 
move, and these orders necessarily cease to exist 
when that particular train ceases to exist. For 
example; when a train is run extra from B to C 
and upon arrival at C it is given an order to run 
extra from C to G, all orders held by the former 
extra, with initial station at B and terminal at 
C, become void. In each case when an extra 
train is created it must be fully protected 
against extras. 

When a train is annulled, as per Form K, all 
orders held by that train, or held by other trains 
concerning such train, become void. When a 
train loses its right and schedule, as per Rule 4, 
any train orders which it holds become void. 
Except as above stated, all train orders once in 
183 



effect continue so until fulfilled, superseded ot 
annulled. 

A train order is considered fulfilled when all 
provisions contained in the order are carried out. 
To supersede an order or part of an order the 
words "instead of" must always be used, and 
then, only such part of the order is superseded 
as the words "instead of" refer to. There may 
be two or three meeting points in an order, one 
or more of which can be superseded; any pro- 
vision that can be specified can be superceded in 
a train order. A train order or part of an order 
can be annulled by a subsequent order stating 

that, "that part of order No. — reading 

is annulled." In case the whole of the 

order is to be annulled, the annulling order 
simply refers to the number of the order which 
is to be annulled. 

All roads are not uniform in the use of the 
"19" and "31" train order. Under the Standard 
Code the "19" order can be used for any pur- 
pose, but some roads restrict the use of the "19" 
order to movements which do not restrict the 
right of the train addressed. All standard form* 
of orders with one or two exceptions are so 
worded that the order which takes away super- 
iority from one train, confers it upon another in 
the same words. 

The rules provide that train orders automatic- 
ally supersede time-table authority with which 
they conflict. 

It is our intention to make the rules and train 
184 



order forms so plain that no misunderstanding 
can occur, but should the rules or orders not be 
understood, an explanation should be asked of 
the proper official. 

Orders should never be given directing a train 
to run ahead of time, for the rules do not protect 
a train ahead of time. If it is desired to run a 
train ahead of time it should be run extra. 

Trainmen should furnish the dispatcher with 
all the information possible concerning their 
train, so that its movements may be anticipated 
fully. When a train has work to do at a station 
the dispatcher should be kept posted as to the 
progress of the work. 

In considering train orders in connection with 
the schedule of a train it must be remembered 
that where only one time is given for a train at 
a station, it is, unless otherwise specified, the 
leaving time for the train at that station. The 
arriving time in such cases must be considered 
as being the leaving time at the preceding 
station. 

Train orders which are not easily read, or 
which contain changes or erasures, or contain 
words between the lines must be refused by 
trainmen, as such orders are liable to be mis- 
leading, and thus cause confusion or accident. 

Train dispatchers should have train orders 
ready for a train in advance of the time when It 
will require the order A short clear order is 
always preferable to a long one which contains a 
great many movements. 
185 



Any of the prescribed forms may be combined 
with other forms but good judgment, backed up 
by the wording of Rule 201, dictates that no 
movement should be put in a train order which 
does not directly affect the first train named in 
the order. 

FORM A. 

595. Q. How will two opposing trains hold- 
ing orders to meet at a certain station run with 
respect to each other? 

A. Run with respect to each other to the 
designated station and there meet in the manner 
provided by the rules. 

596. Q. In the case of trains of the same 
class, what rule is referred to? 

A. Rule 88, with respect to taking siding. 

597. Q. If the trains are of different classest 
what rule is concerned? 

A. Rule 89. 

598. Q. Should a meeting order be sent f<n* 
delivery to a train at the meeting point? 

A. Not if it can be avoided. 

599. Q. If an order is sent to the meeting 
point what should be added to the order? 

A. "No. gets this order at ." 

600. Q. If, as conductor or engineman of No. 
2 you held an order reading **No. 2 meet No, 1 
at A" and No. 1 arrived at A displaying signals, 
how would you be governed? 

186 



A. Would remain at "A" for following sec- 
tions; as no particular section was specified in 
the order, all sections are included. 

601. Q. If you held an order to meet 2d No. 

1 at '*A" and 2d No. 1 arrived with signals, how 
would you be governed, No. 2 being a train of 
superior class? 

A. Would proceed as a particular section 
was mentioned in the order, therefore no other 
sections were included. 

602. Q. If second No. 1 arrived without sig- 
nals and with no markers, would you proceed? 

A. No; a train must not be considered as 
liaving been met until its markers have arrived. 

603. Q. If as conductor or engineman of No. 

2 you held an order reading "No. 2 meets 1st 
No. 1 at C and 2d No. 1 at E" and on arrival at 
E you received an order reading, "No. 2 meet 2d 
No. 1 at F," how would you be governed? 

A. Would remain at "E" until got proper 
orders; as the order to meet at "P" does not 
contain the words "instead of," it does not super- 
sede the former order, therefore the orders con- 
flict, and No. 2 should not proceed until the or- 
ders are corrected. 

604. Q. If No. 2 held order No. 1 reading 
**No. 2 meet No. 1 at B," and No. 1 arrived at B 
with signals and another order was given read- 
ing, "No. 2 meet 2d No. 1 at C instead of B" and 
when No. 2 reached C it finds 2d No. 1 display- 

187 



ing signals, what must it do, No. 2 being a train 
of superior direction? 

A. No. 2 must immediately get clear expect- 
ing 3rd No. 1 to be on their way to B under the 
right conferred by order No. 1, as only that part 
of order No. 1 was superseded that referred to 
2nd No. 1. 

Rule 218 is so worded that It requires order 
No. 1 to be delivered to all sections of No. 1 as 
all sections are included — no particular section 
being specified. 

EXPLANATION. — Supposing the following 
orders were issued: "No. 1 meet No. 2 at A. No. 
2 take siding." "No. 1 meet No. 2 at B instead 
of A." Which train will side-track at B? Under 
the rules No 2 should side-track at B, as the first 
order was a two-movement order and only one 
movement has been superseded. In support of 
this position it must be admitted that No. 2 has 
certain privileges any one or more of which may 
be taken away by train order. For example, No, 
2, a train of superior direction may proceed 
against No. 1. However, when a meeting point 
is fixed with No. 1 the privilege to proceed 
against No. 1 beyond such point is taken away, 
but it still has the privilege of holding the main 
track at the meeting point unless it is also taken 
away. Both of these privileges are separate and 
distinct and the superseding of the meeting por- 
tion of the order does not supersede the side- 
tracking provision any more than the supersed- 
188 



Ing of the side-tracking provision supersedes the 
meeting point provision. In fact the order to 
side-track might be a separate order reading: 
"No. 1 side-track for No. 2." The effect is the 
same in either case. But for the reason that all 
men do not understand this point alike, every 
railroad company should make a ruling on this 
point one v^ay or the other, so that trainmen 
will know what is expected of them. So far as 
safety goes, it won't matter much which way the 
ruling is. When a train takes a siding to meet 
another train the conductor should get in touch 
with the operator so that in case the opposing 
train has been delayed a new meet can be made. 

The explanation following Form A reads, 
"Trains receiving these orders will run with re- 
spect to each other to the designated points and 
there meet in the manner provided by the 
Rules." 

At a meeting point between two trains should 
either one arrive without markers, no movement 
can be made by the opposing train until the 
markers arrive, as they indicate the rear end of 
a train, 

RULING. — Q. Assuming that a road is work- 
ing under Standard Rule for single track, and Is 
double track between A and B, single track be- 
tween B and C, and double track between C and 
D. 

In case order Is issued: "Engine 1 will run 
extra A to D and meet No. 2 at C." Will it be 
necessary for Extra 1 to wait at C until No. 2 
189 



arrives, in the absence of any orders regarding 
No. 2 using the track which extra 1 would use 
under time-table rules C to D, both C and D 
being register points so that No. 2 would know 
that extra 1 had arrived at C? 

A. In answering, attention is called to the 
fact that the inquiry is based on the use of a 
wrong form of order, and therefore is not one 
which the Committee can rule on. An order as^ 
per Form C should have been used, reading; 
"Extra 1 has right over No. 2 B to C." — Ruling 
Sept. 11, 1901. 

"No. 40 and work extra 237 will meet at 
Rome." At 8 p. m. on the expiration of the work 
limits, work extra has not reached Rome. How 
are both trains to be governed after this hour? 

A. No. 40 could not pass Rome without or- 
ders, and if work extra 237 had orders to work 
only to 8 p. m., it has no right to the track after 
that hour. Under the circumstances, the Form E 
should have been used. — Sept. 7, 1893. 

DECISION. — In answer to a question submit- 
ted, the Committee stated that the two forms. 
Form A and Form C, may be used in conjunction 

for the same trains. — April 14, 1892. 

CRITICISM. — Form A is defective in that it 
fails to provide an example directing a superior 
train to take siding at the meeting point with an 
inferior train. It should contain a note after 
example (1) reading, "This form may be mod- 
ified by adding: No. take siding." Also 

190 



a note should be added to the explanation read- 
ing, "When a superior train is ordered to take 
the siding at the meeting point, such provision 
applies only at the meeting point made by the 
order containing the take-siding provision." 

Or if it is desired that the "take siding" pro- 
vision remain in effect until fulfilled, superseded, 
or annulled, the proposed explanation should be 
omitted. 

FORM B. 

605. Q. If a conductor or engineman of No. 
1, you held an order reading: "No. 1 pass No. 3 
at A" how would you be governed? 

A. Approach A — prepared to stop, unless 
could plainly see that No. 3 was clear and switch- 
es all right. 

606. Q. If as conductor or engineman of No. 
6 you held an order reading: "Extra 580 East 
run ahead of No. 6 A to B," how would you be 
governed? 

A. Would not pass the extra or exceed their 
speed between the points named, and would ap- 
proach B — prepared to stop unless Extra 580 
was clear and switches all right. 

607. Q. If Extra 28 received an order read- 
ing: "Ex 28 pass No. 2 at C" would this be 
sufficient for the extra to pass and proceed ahead 
of No. 2? 

A. Yes. An order for an inferior train to 
pass a superior train is authority for the inferior 
191 



train to pass and proceed ahead of the superior 
train. 

608. Q. Do trains of any class require orders 
to pass trains of the same class in the same 
direction? 

A. No. 

609. Q. Do extras require orders to pass 
extras? 

A. No. 

EXPLANATION. — When an inferior train re- 
ceives an order to pass a superior train, right is 
conferred to run ahead of the train passed from 
the designated point. 

A train receiving an order to run ahead of a 
superior train until overtalten must arrange for 
the rear train to pass promptly when overtaken. 

A train running to a designated point ahead of 
a superior train must clear promptly upon arrival 
at that point. 

Nothing in a Form B order must be construed 
so as to relieve trainmen from the duty ot pro- 
tecting their trains as required by rule. 

Some hold the idea that an order to run ahead 
of another train gives such train some sort of 
protection more than it had before with respect 
to flagging, but such is not the case. When an 
order is issued for one train to run ahead of 
another both trains must exercise the same care 
as before, no more nor no less; enginemen must 
at all times keep a sharp lookout ahead for flag 
or for obstructions on the track and the flagman 
192 



of any train must go back immediately with stop 
signals if his train is delayed under circum- 
stances in which it may be overtaken by a fol- 
lowing train. The idea in requiring extra trains 
or trains of an inferior class, to keep clear of 
trains moving in the same direction which are of 
superior class, is not intended as a protection to 
either train concerned but it is for the purpose 
of permitting the more important trains to move 
with little or no delay by the less important 
trains. 

Example three arranges for an inferior train to 
run ahead of a regular train from one definite 
point to another. When this form is used the 
standard code requires that the second-named 
train must not exceed the speed of the train 
which is running ahead of them between the 
points designated. Such instructions are rather 
vague and in most cases cannot be obeyed. In 
fulfilling this requirement we prefer that the 
student consider the explanation as meaning that 
the second-named train will run with such 
caution as to prevent accident with the first 
named train between the points named. 

RULING. — Q. The question has been asked 
me whether the train order Form B (3) gives the 
first-named train the right to run on the time of 
the second-named train, and if so, under what 
regulations? 

A. Yes; under the restrictions as given in the 
last paragraph of Form B (now the explanation 
to (3). — Ruling Sept. 24, 1900. 
193 



Q. At a meeting recently held for the purpose 
of revising our book of Rules and Regulations 
of the Operating Department, a discussion was 
had concerning Example 3 of Form B Train 
Order, wherein it is stated that the regular train 
will not exceed the speed of the extra train be- 
tween the designated points. The question waa 
raised as to how the regular train would determ- 
ine the speed of the extra train. 

A. The Standard Code of The American Rail- 
way Association does not provide for rules cover- 
ing certain details of operation, but as pointed 
out in numerous foot notes, leaves such matters 
to be covered by each road to suit its individual 
requirements. The Committee on Train Rules 
does not attempt to establish speeds for extra 
train movement. In the case of railroads equip-* 
ped with automatic or other block signal systems, 
the answer to this question is found in the pro- 
tection afforded by such system. In the absence 
of block signals, information covering speed 
would probably be found in the special instruc- 
tions contained in the time-table, or by bulletin 
notice, or other practice in vogue. Thus, if the 
rules of the railroad restricted the speed of extra 
trains to 30 miles per hour, the second named 
train would not, under Example 3 of Form B, 
exceed those speeds. If, however, there were no 
rules in force placing a speed restriction upon 
extra trains, it would appear that Rules 105 and 
106 should apply in the case of the second named 
train, and that good judgment and knowledge on 
194 



the part of the engineman of that train as to the 
average, or probable, speed that an extra train 
would actually make on that portion of the road 
should govern. 

CRITICISM. — The explanation to example (3) 
states that the second-named train must not ex- 
ceed the speed of the first-named train between 
the points designated. As a matter of fact this 
provision is almost impossible of fulfillment, and 
granting that the second-named train could main- 
tain the same speed as the fast-named train, it 
would be no assurance that the second-named 
train would not run into the first-named train. 
The explanation should read, "The second-named 
train will run with such caution as to prevent 
accident with the first-named train." Or better 
still, the explanation should simply state the fact 
that extra 594 east would run ahead of No. 6, M 
to B, and there arrange for No. 6 to pass prompt- 
ly. This for the reason that enginemen must at 
all times keep a close lookout for trains ahead 
and also flagmen must protect the rear end of a 
train, therefore the necessity for special instruc- 
tions with regard to caution in this particular 
case seems superfluous. 

FORM C. 

610. Q. If, as Conductor or ISn^nenmn of 
No. 2, you held an order reading: "No. 1 has 
right over No. 2 A — to F — ," would you pass 
P— before the arrival of No. 1? 

195 



A. Yes, in case we had our running time and 
clearance to make an intermediate point for 
No. 1. 

611. Q. If, as Conductor or Engineman of 
No. 2, you held an order reading: "Extra East 
580 — has right over No. 2 A — to F," would you 
go beyond F— ~ before the arrival of the extra 
train, and if not, why? 

A. No; because Extra 580's time is not re- 
stricted by time-table. 

612. Q, As Conductor or Engineman of Extra 
East 580 — how would you be governed? 

A. Proceed from A — to P — against No. 3 
and take the sidetrack at P — . 

613. Q, If your order to run extra extended 
beyond F — and No. 2 had not reached there on 
your arrival, would you proceed against No. 2, 
and if so, under what circumstances? 

A. In case we had time to make a point be- 
yond P — and clear the time of No. 2, would pro- 
ceed, clearing their time as required by rule. 

614. Q. If you were on No. 2, a superior 
train, and held an order reading: "No. 1 has 
right over No. 2 A — to F — ," and you should re- 
ceive another order reading: "No. 2 meet No. 1 
at C— ," would you pass F — ? 

A. Yes; would proceed to C and take siding 
for No. 1. The right of track order simply re- 
verses the rights of the trains between the 
points named. 

196 



615. Q. If you were on No. 2 and held the 
same orders, except the meeting point was at 
A — , would you take siding? 

A. No. If trains meet between the desig- 
nated points No. 2 must side-track, but if at 
either of the designated points, No. 1 must side- 
track. 

616. Q. When a right of track order is given 
to a train of inferior class against a train of 
superior class to a designated point, which train 
is required to take the siding? 

A. If met between the points named in the 
order, the train of superior class. 

618. Q. If a right of track order is given an 
extra train against a superior class train to a 
designated point, can the superior class train 
move beyond that point if the extra has not 
arrived? 

A. No. 

EXPLANATION. — The avowed intention of a 
Form C order is simply to reverse the rights of 
trains. An inferior train moving under a Form 
C order against a superior train has the same 
superiority over such train as such superior train 
had over said inferior train before the Form C 
order was issued. 

A right of track order gives right to the train 
first named over the other train or trains be- 
tween the points named, and if the trains meet at 
either one of the points named, the first-named 
197 



train must take siding if they meet between the 
points named the second-named train or trains 
must take siding. 

When an extra train is given right over a 
regular train the regular train must not go be- 
yond the point last named until the extra train 
arrives. 

RULING. — Q. There has recently been con- 
siderable discussion among transportation men in 
this locality embracing several of the larger rail- 
roads^ in regard to Form C, and by a number it is 
stated that this Rule is not clearly understood, 
although embodied generally in all Books at 
Rules. 

We think we understand all but the last para- 
graph wherein it specifies, that if the second 
named train, "before meeting," reaches a i>oint 
within or beyond the limits named in the order, 
the conductor must stop the other train where it 
is met and inform it of his arrival. 

We do not see how the second train can get 
beyond the limits without a second order making 
a meeting point or in some similar manner advis- 
ing the first named train of the identity of the 
second train. If so this necessity for stopping 
and advising what train it is appears to us to 
be superfluous. 

The special point in this paragraph is the 
words "before meeting," which causes dij^erence 
of opinion. 

A. Form C was formulated for the purpoS«^ 
of reversing the superiority of trains, the inferior 
198 



train becoming superior within the limits named 
in the order. 

The intention is that the second named train 
may continue until it meets the first named train, 
clearing it properly within the limits named in 
the order. 

The paragraph to which reference is made is 
intended to insure the identification by the first- 
named train of the second-named train wherever 
they may meet, so that the first-named train may 
continue beyond the limit named in the order. 
—Ruling March 11, 1903. 

Note — Since this ruling was made, the expla- 
nation containing the words "before meeting," 
has been eliminated. 

Q. What is the general practice where rights 
are extended as well as shortened? For ex- 
ample: Order No. 1. No. 1 has right over No. 
2 A to D. Order No. 2. No. 1 has right over 
No. 2 to G; would you say No. 1 has the right 
over No. 2 to G instead of D? 

A. The examples here given are not in accord 
with the Standard Code practice. The question 
may be answered by simply quoting from the 
Standard Code the forms therein provided, and 
which should be used: 

Form C, Order No. 1. No. 1 has right over 
No. 2 A to D. Form P. Order No. 2. No. 1 has 
right over No. 2 A to G instead of D. — Ruling 
Sept. 21, 1904. 

Question. If an inferior train is given rights 
199 



against a superior train to a designated point, 
is it competent for the train dispatcher to issue 
subsequently an order making a definite meeting 
point between the trains designated at an inter- 
mediate station, unless and until the previous 
order giving rights to the inferior train is super- 
seded or annulled? 

Answer. The Committee decided that it was 
competent and proper for the dispatcher to 
make a definite meeting point between the trains 
designated by a Form C order at an intermediate 
station, and it would not be necessary to pre- 
viously annul the order giving the rights before 
doing so. — April 14, 1892. 

Question. Northbound, odd numbers are rul- 
ing trains; No. 2 gets an order at A giving it 
rights against No. 1 A to F. A subsequent order 
is given that No. 1 and No. 2 will meet at E, 
E being an intermediate station, what train takes 
the siding? Does the meeting order kill the 
order giving the rights? 

Answer. The Committee decided that the 
train having the rights under the special order 
would hold the main track. — March 8, 1894. 

Question. I would be pleased to have a ruling 
as to the proper interpretation of the following 
train orders: At A extra 375 receives order No. 
50 to meet No. 25 at B. Upon arrival of extra 
375 at B, conductor was proffered order No. 51, 
giving him right over No. 25 to C. Conductor 
refused to accept order No. 51 until order No. 50 
200 



had been annulled. The dispatcher proceeded to 
annul order No. 50, completing order No. 51, 
then extra 375 proceeded towards C. Previous 
to annulment of order No. 50 to extra 375 at B, 
No. 25 had received and accepted both orders. 
Nos. 50 and 51, at B, and had departed. Having 
In their possession two orders, neither of which 
had been annulled to them, and with no inter- 
vening telegraph station between D and C, upon 
their arrival at C they proceeded towards B and 
met extra 375 on main line. The mistake of 
the dispatcher is unquestioned What I desire 
to have your ruling on is as to the manner in 
which No. 25, with two orders, should have ob- 
served them. In other words, should No. 26 
have attempted to pass C before the arrival of 
extra 375, and if so, in what manner? 

Answer. In the opinion of the Committee 
No. 25 should not have passed C before the 
arrival of extra 375. — Ruling Sept. 21, 1904. 

Note — Since this ruling was made the note 
following the Form C order has been changed to 
conform to the intention of a Form C order. We 
think the above ruling was never warranted by 
the old note to Form C, as this note referred only 
to the one order the same as all other explana- 
tions to train order forms. The note following 
examples 1 and 2 of Form E, says that trains 
receiving this order are required to run with re- 
spect to this later time as before required to run 
with respect to the schedule time. 
201 



Now if the same logic was followed as the 
Committee used in ruling on the question above 
and No. 1 held order that No. 2 would run 20 
min. late and another that No. 1 meet No. 2 at 
a point No. 1 could not execute this meet with 
No. 2 unless the time order was annulled, as it 
requires them to clear this time that is stated 
in the order. 

In our opinion the ruling should not have been 
made as the note to Form C simply stated a 
principle where the one order was concerned, but 
was not intended to govern other orders that 
could be properly given The code as revised, 
1906, contains the words "unless directed by 
train order to do so," following the 2d example 
to Form C, but we see no more necessity for that 
statement in Form C than we do in Form B, or 
the 3d example of Form G. In adding these 
words the Committee have departed from the 
principle on which the other explanations to train 
order forms are based. — Ed. 

CRITICISM. — The words "unless directed by 
train order to do so," in the explanation to Form 
C are objectionable because they insinuate that 
the other Forms are binding, as they do not 
make this exception. Take for example Form 
E, also example (3) of Form G, and if the prin- 
ciple by these words under Form C was carried 
out, a subsequent meet order would in many 
cases be impossible of fulfillment until the Form 
E or G order was annulled, for the reason that 
202 



tL© inferior train would have to get clear at the 
time stated in the order regardless of the fact 
that it held a meet with the train. Example (3) 
of Form G sets a definite time, Form E sets a 
-definite time, and Form C a definite place, if, as 
Js intimated by the exception, it is necessary 
under a Form C order to make an exception as 
stated above before another order can be used 
In connection with the Forms mentioned, then it 
Is equally necessary in case of the other Forms 
mentioned. 

I prefer to regard such forms as simply mak- 
ing a change in the schedule of the train as the 
explanation to such forms state, leaving other 
meeting orders or right of track orders to be 
governed in turn by the explanations given 
them. To attempt to do more than this is to 
invite complications. 

Form C and example (3) of Form G are used 
to reverse the rights of trains, and it should be 
plain to anyone that a meeting point may be 
fixed for trains whether they are superior by 
time-table or right, otherwise the Code would be 
a failure. In our opinion the note to each Form 
should simply state the fact as governed by the 
order explained, and not attempt to explain 
other forms in connection therewith. It would 
he as necessary to add to Rule 86 or 87, the 
words, "unless directed by train order to do so" 
as to add those words to the explanation of 
Porm C. 

203 



FORM E. 

619. Q. If on No. 2 you hold an order read- 
ing: "No. 2 wait at A till 11:00 a. m. for No. 
1," how would you be governed? 

A. Would not pass A — before 11 a. m. un- 
less No. 1 had arrived. 

620. Q. As Conductor or Engineman of No. 
1 how would you be governed, both being first- 
class trains? 

A. Proceed to A and take siding, if could 
make A and clear main track by 11 a. m. If 
unable to make A and clear as required, woiild 
arrange to clear the main line at some inter- 
mediate station by the time required. 

621. Q. How would a train of inferior right 
be governed if it received an order reading: "No. 
1 run 20 min. late A to F"? 

A. Would consider the schedule of No. 1 
as 20 minutes later than shown on time-table 
between A and F. 

622. Q. If on an inferior opposing train and 
received an order reading: "No. 1 run 2 hours 
late A to B and 1 hour late B to O," how much 
time could you use to make B? 

A. One hour more than can be used when 
holding no orders. 

622a. Q. If on an inferior train and received 
an order reading, Nos. 1 and 3 wait at N until 
10 a. m.; P until 10:30 a. m.; R until 10:55 a. 
m., how would you be governed? 

204 



A. Would consider the time stated in the 
order as though it was the schedule time for 
Nos. 1 and 3. 

EXPLANATION. — Under a Form E order 
trains using the time must clear such time the 
same as before required to clear the regular 
schedule time. 

Trains can only use the time under Form E, 
examples 1 and 2 between the points named in 
the order, and never from a point beyond a point 
named, to make one of the points named in the 
order. Example, "No. 1 run 20 min. late A to 
B," a train could not use this 20 min. to make 
B from C. 

All of the examples under Form E can be used 
in connection with an extra train created by ex- 
ample (3) of Form G. That is, if a train has 
been run extra on a schedule, such extra can be 
given an order to run 20 min. late, and other 
trains receiving the order can use the time the 
same as they use the time of a regular train. 

A Form E order cannot be used to advance a 
train of the same class beyond the schedule pass- 
ing point. 

Example (4) is used when it is desired that 
one or more trains wait at several stations. 
This order is specially valuable when superior 
trains are running close together, and besides 
is a good order for inferior trains as they do not 
have to add time to the schedule, in order to 
know how much time they can use. 
205 



RULING. — Question. No. 1 is instructed to 
run 10 min. late New York to Rochester; they 
pass Syracuse 10 min. late, which is the last 
station they are timed at east of Rochester; the 
train has but one time at Rochester, which is the 
leaving time, and, consequently, there is no time 
for them to arrive 10 min. late by. Their run- 
ning time from Syracuse is slow enough to 
enable them to make up this 10 min. and be 
ready to leave Rochester on time, or within one 
or two minutes of it, and as their order expired 
as soon as they arrived at Rochester, what pre- 
vents them from leaving Syracuse 10 min. late 
and arriving at Rochester at their leaving time,, 
they have no arriving time and its being gener- 
ally understood that train is due to reach next 
station (if no arriving is given) as soon as they 
can get there after leaving the last station as 
ordered or required by schedule. 

Answer. No. 1 with an order to run 10 min. 
late New York to Rochester, should leave all 
Intermediate stations 10 min. late, and arrive at 
Rochester (as no arriving time is shown there) 
as much ahead of its leaving time as would be 
permitted to do when running without an order; 
that is to say, the only difference this order 
makes is that the figures on the time-table are 
changed 10 min. later between the points speci- 
fied in the order, and, as there is only one time 
given at Rochester, which is the leaving time, 
the order practically expired when the train left. 
Syracuse. — Oct. 13, 1891. 
206 



Question. Under example 1, Form E, special 
Bast leaves Omaha with an order reading that 
No. 1 will run 30 min. late New York to Chicago. 
Will this give the special until 3:25 to reach 
Chicago, or must they reach there at 2:55?. If 
they must reach there by 2:55 of course they are 
not aided any against No. 1 by the order, as 
they have a right to go there at 2:55, 3 o'clock 
being the leaving time of No. 1. It is argued 
that No. I's order has expired on her arrival at 
Chicago 30 min. late, at 3 o'clock, and has noth- 
ing to do with her leaving at 3 K or 3:01 pro- 
vided her work is done, or she has none to do» 
and of course, in this event the special would not 
be helped any by the order. A great many con- 
ductors have said they would run against No. 1 
until 3:25 to make Chicago. 

Answer. Inasmuch as the order delivered to 
the special at Omaha did not control the move* 
ment of No. 1 west of Chicago, the order could 
not have been used by the special until after its 
arrival at Chicago. It was therefore an improp- 
er order to issue to move the special from Omaha 
to Chicago. If it was the purpose to move the 
special to Chicago against No. 1 the order pre- 
scribed in No. 2 (now No. 3), Form E, should 
have been used. In the opinion of the committee 
the issuing of this order as stated, gave rise to 
the difRculty which the gentleman mentions. — 
Oct. 13, 1891. 

Question. The question has been raised 
whether, under "Form E, example 2," of the 
207 



rule governing forms of train orders, a train can 
properly be held at more than one point in one 
order for the same opposing train. 

For instance: No. 1 will wait at A until 2: -10 
p. m. for No. 2, and will wait at B until 3:10 p. 
m. for No. 2. 

P'orm E does not specifically authorize such an 
order. 

Answer. The reply of the Committee is that 
under the Revised Code, Form E, example 3, a 
train can properly be held at more than one 
point in one order for the same opposing train. — 
Ruling Sept. 24, 1900. 

Question. No. 1 due at A at 1 p. m., C 1:15 
p. m., D 1:30 p. m. No. 2 is given an order to 
run 30 min. late A to D. Can No. 2 arrive at C 
or D ahead of this time? 

Answer. The train receiving this order will 
run with respect to this later time, as before 
required to run with respect to the regular 
schedule. — Ruling March 19, 1902. 

Question. No. 38 will run 1 hour and 40 
minutes late London to York, 1 hour and 30 
minutes late York to New Castle, 1 hour and 10 
minutes late New Castle to Edinboro. 

What is the last minute an inferior train run- 
ning ahead of No. 38 could clear at Cambridge, 
York, New Castle and Edinboro? What is the 
last minute an inferior train southbound, could 
arrive at New Castle, York and Cambridge? 
From London to Edinboro is north bound. 
208 



Our Rule 386 reads as follows: "When a train 
of inferior class meets a train of superior class 
the train of inferior class must take the siding 
and clear the time of the superior class five 
minutes. A train of inferior class must keep six 
minutes off the time of a train of superior class 
following it." Clause A of same rule reads, "A 
first class train must not arrive at a station, 
where only the leaving time is shown, more than 
one minute in advance of the schedule leaving 
time." 

Answer. In reply to the inquiry, the Com- 
mittee held that the last time at which an in- 
ferior train running ahead of No. 38 could ar- 
rive at the points named would be shown as 
follows: The schedule of No. 38 is leave London 
3:10, Cambridge 3:31, York 3:42, New Castle 4, 
arrive Edinboro 5:50. An inferior train run- 
ning ahead of No. 38 would have to be clear at 
Cambridge at 5:05, York at 5:16, New Castle 
6:24 and Edinboro at 6:54. An inferior train 
in the opposite direction would have to be clear 
at Cambridge at 5:06, at York 5:07, and at New 
Castle at 5:05. — March 2, 1898. 

CRITICISM. — In the explanation to examples 
(1) and (2) the statement is made that the 
schedule time of the train named between the 
stations mentioned, is as much later as stated in 
the order. This is a misleading statement when 
Rule 82 is considered with respect to a train 
becoming 12 hours late. For example, if No. 1 
!s due at B at 1 p. m. and has an order to run 9 
209 



hours late, under the provisions of this explana- 
tion the schedule time of No. 1 becomes 10 p. m, 
instead of 1 p. m. and a number of trainmen 
understand that this explanation actually ex- 
tends the life of the train. Of course such an 
understanding is wrong, as a run late order must 
not be permitted to extend the life of any 
schedule beyond the twelve hour limit as com-- 
puted by the printed schedule of such train. The 
explanation to Form E should be changed so as 
to say exactly what it means. 

FORM F. 

623. Q. If an order is issned reading: "En- 
gine 18 instead of engine 85, display signals and 
run as second No. 1 R to Z," what will be the 
procedure? 

A. Engine 85 will drop out at R and 18 will 
run as directed. All orders must be exchanged. 

624. Q. If engine 85 is running as the last 
section, how will the order read? 

A. The words "Display signals and" will be 
omitted. 

625. Q. When it is desired to take down 
signals what kind of an order will be issued? 

A. Second No. 1 take down signals at B. 

626. Q. If desired to pass one section by 
another, what form will be used? 

A. Engines 99 and 25 reverse positions a« 
210 



second and tliird No. 1 H to Z. When this ia 
done all orders must be exchanged. 

627. Q. To add an intermediate section what 
orders will be issued? 

A. Engine 85 display signals and run as 
second No. 1 M to Z, following sections change 
numbers accordingly. 

628. Q. Under the following order has en- 
gine 85 authority to proceed, and if so as what? 
"No. 1 display signals A to M for Eng. 85." 

A. Yes. It will proceed as 2d No. 1 , without 
signals. 

629. Q. Under the following order how will 
engine 85 run: "Engs. 80, 85 and 90 run as 1st, 
2d and 3d No. 1 A to Z"? 

A. As 2d No. 1 with signals. 

630. Q. To annul a section for which signals 
have been displayed over a division or any part 
of a division when no train is to follow the 
signals what form must be used? 

A. Form K. 

631. Q. If 2d No. 1 received an order at H 
reading: "Eng. 85 is withdrawn at H following 
section change numbers accordingly," how would 
it be governed? 

A. Would get clear on siding and take down 
signals, as would have no rights. 

632. Q. How would Eng. 90 run from H? 

A. As 2d No. 1 without signals. 
211 



632a. Q. Does an order reading: "Eng. 20 
display signals and run as 1st No. 1 A to Z,*' 
give any authority for a second section to ram if 
they receive a copy of the order? 

A. No. It is a single order example and is 
only authority for Eng. 20 to run as Ist No. 1 

and display signals. 

632b. Q. Under the conditions stated in the 
above question hov^' should the ordea* read to 
authorize a 2d section of No. 1? 

A. An order should be given reading: "Eng. 
25 run as 2d No. 1 A to Z." 

EXPLANATION. — This Form covers nearly 
every situation which can arise. It is used when- 
ever it becomes necessary to run more than one 
train on a schedule, and is therefore of great 
importance. When a section for which signals 
have been displayed is to be annulled a Form K 
order must be used. When sections drop out aa 
Indicated by example (7) the enginemen and 
also conductors, if they change, must exchange 
all orders which they hold affecting that section. 
When sections reverse position under example 
( 9 ) all orders must be exchanged by the sections 
concerned, so that no mistakes can occur. It 
will be noticed that examples (5), (6), (8), and 
(9) are so worded that they supersede a former 
order without the use of the words "instead of." 
The exact v»^ording of all the examples in Form 
F should be closely followed so that the action 
to be taken will be fully outlined. 
212 



The character of a train for which signals are 
displayed may be stated if desired. Each section 
affected by a Form F order must have copies of 
the order. 

RULING. — Question. Please refer to Form F, 
Standard Code, which reads as follows: Engines 
70, 85, and 90 will run as 1st, 2d and 3d No. 1, 
London to Dover. 

In the event that It is desired to cut out the 
second section of No. 1 at Chatham, would it be 
necessary under the rule to give notice of such 
change to engine 70, representing first section 
of that schedule. 

The above proposition has brought out con- 
Blderable discussion among our local people here, 
and I am desirous of having the Committee on 
Train Rules pass upon the question. 

Answer. When this form of the order is used 
the first section should have a copy of the order 
annulling the second section. — Ruling Sept. 24, 
1900. 

Question. After a section of a train has been 
run over one portion of a road, and the annul- 
ment of the section issued, would it be com- 
petent to run the same section of the same train 
over a different portion of the road? That is. 
If three sections of No. 23 are started out from 
A and at C the order is issued, 2d No. 23 is 
annulled from C could there be a 3d No. 23 run 
from D to E? An intermediate section can be 
annulled and following section take that sec- 
tion's number from where the change is made, 
213 



but in that case the conductor or engine number 
is mentioned as being annulled as 3d section. 

Answer. Assuming the points named are all 
in the same dispatching division, the answer iB 
No. Under the last paragraph of Form K, which 
reads, "When a train has been annulled it must 
not be again restored under its original number 
by special order." 

Question. I am in receipt of the report of 
the Committee on Train Rules of the Americas 
Railway Association, New York, October 6tli. 
I find an inquiry submitted in regard to an- 
nulling a section of a train to which the Com- 
mittee replied: "No." While I admit that the 
inquiry was probably not put as it should have 
been, I do think that the Committee should have 
made itself plain, as that ruling is going to con- 
fuse almost all roads which are endeavoring to 
follow out the ruling of the Train Rule Commit- 
tee. I would like to ask, for instance, if engine 
214 was 3rd No. 23 and from some cause was 
disabled at B, what is to hinder the dispatcher 
from annulling engine 214 as 3rd No. 23 at B 
and when he gets a relief engine, 216, to that 
point, giving it an order to run as 3rd No. 2S 
from B to the point to which signals are carried 
by the leading section. Of course the Committee 
had in mind that if 3rd No. 23 was annulled 
from B, the train could not be represented, but 
as long as the signals were carried beyond that 
point and intermediate train not notified, I 
214 



would like to ask as information why 3rd No. 23 
could not be represented by another engine? 

Answer. There is nothing to hinder the dis- 
patcher from annulling 3rd No. 23, but the 
change of an engine does not necessarily involve 
such annulment. 

Question. Example 5, Form F, appears to 
authorize the adding of an intermediate section 
to a train. This, according to my understand- 
ing, authorizes two trains on the same division 
at the same time, with the same name designat- 
ing them; that is, there might be at the same 
time two sections of the same train of the same 
name. For instance, A, B, C, D, E, F and G are 
stations going north on a certain division . Train 
No. 1 has orders to carry signals A to Z for 
Engine 555. After passing D, the second sec- 
tion not having arrived, it is desired to start an- 
other train as second section of No. 1, Engine 
555 not having arrived. An order is, therefore, 
sent to D, stating that Engine 999 will run as 
second No. 1, D to G, the following sections 
changing numbers accordingly. A south bound 
extra receives orders to meet first No. 1 at F, 
second No. 1 at E. On arriving at E, they find 
that second No. 1 is carrying signals for a third 
section, and have to get an order to meet third 
No. 1 at D. On arriving at D third No. 1, which 
would have Engine 555 when it arrives, is not 
there. It is, however, desired to send the extra 
along and they are given an order to meet sec- 
ond No. 1 at C. They have, therefore, on the 
215 



same division received orders to meet second 
No. 1 at two different points, second No. 1 being 
two separate and distinct trains. Is it author- 
ized, and is it proper interpretation of tlie Stand- 
ard Code? If it is, would we not in the above 
case, if No. 1 were delayed at B, be justified in 
starting another No. 1 from D, carrying signals 
for the train that was delayed? If so, a south 
bound extra in this case might receive an order 
to meet No. 1 at E; and, again on arriving at D, 
if the train that started from A had not arrived, 
they would get another order to meet No. 1 at 
C. It does not seem to me, therefore, that the 
Standard Code can authorize such movements 
as this. 

The third paragraph of Rule 4 states that not 
more than one schedule of the same number and 
day shall be in effect on any division or sub- 
division. This refers to schedules and not to 
trains, so that, as far as the rules go, I can see 
no objections to the examples cited above. 

Answer. Intermediate sections are authorized 
by the rules, and any number of the sections 
may be run. It is not permissible to run more 
than one schedule of the same number on the 
same day. It is the duty of the train dispatcher, 
who introduces intermediate sections, to safe- 
guard the arrangement by proper notification to 
those concerned. — April 18, 1911. 

CRITICISM. — Form F should contain an ex- 
ample providing for signals being carried to an 
intermediate station. This should be a second 
216 



example under example (1). This should be 
followed by a second example under (2) read- 
ing: "Engine 25 run as 2d No. 1 A to G and as 
No. 1 fromG." We suggest that these examples 
could be used under the present form to cover 
such cases without violating the principle of the 
form. The explanation to example (7) should 
read: "Under (7) Engine 85 will drop out at 
H and Engine 18 will run as directed, its en- 
gineman (and conductor, if he also change,) 
first obtaining the train orders relating to 2d 
No. 1, held by the engineman (and conductor) 
of Engine 85." The second paragraph of the 
explanation under (7) should stand as it is. 

The explanation under example (9) should 
be changed as follows: "Under (9) Engine 99 
will run ahead of Engine 25 H to Z, the con- 
ductors and enginemen of both sections ex- 
changing train orders and arranging signals ac- 
cordingly. Following sections, if any, need not 
be addressed." 

Form G. 

633. Q. How would extra 90 proceed under 
the following order: "Engine 90 run extra, A 
to C"? 

A. Would proceed to C, keeping clear of all 
regular trains. 

634. Q. Would you be required to protect 
against opposing extras upon this order? 

A. No. 

217 



635 Q. What right does this give you to 
main track at C? 

A. None. Would take the siding at C. 

636. Q. Are extra trains required to clear 
all regular trains, and if so, how much? 

A. Yes, Five minutes. 

637. Q. If Engine 75 held an order to run 
extra A to D and return, would it be necessary 
for Extra 75 to go to D before starting on the 
return trip? 

A. Yes. Otherwise the order is not ful- 
filled. If No. 1 held an order to run 20 minutee 
late A to C and 10 minutes late C to F, we would 
not expect No. 1 to begin to carry out the last 
part of the order before fulfilling the first part. 
It is an order that should not be used unless 
necessary. 

638. Q. If Engine 77 held an order to run 
extra, as per example 3, would this extra lose 
right when it became 12 hours late? 

A. No. 

639. Q. If Engine 79 held an order No. 1 to 
run extra A to D and meet No. 26 at D and 
upon arrival at D it should be given order No. 2 
to run extra D to E and meet No. 26 at E, would 
it be a proper order? 

A. Yes. As upon arrival of Extra 79 at D 
it ceases to exist as an extra, and all orders held 
by it expire. 

218 



Note. — Order No. 2 created a new extra. But 
should a cas-e occur as above with the exception 
that the second order did not mention Extra 26, 
the attention of the dispatcher should be called 
to Extra 2 6, for the reason that the order tt» 
meet it at D has expired. 

640. Q. If Engine 79 arrived at D under or- 
der No. 1 and received order No. 3 to run extra 
to E instead of D, and also received order No. 4 
to meet No. 26 at E, could it go to E for No. 26? 

A. No. Order No. 4 would be improper as 
order No. 3 does not create a new extra, but 
simply extends the limits of the old extra, and 
in consequence Extra 79 cannot pass the meeting 
point D until the original meet with No. 26 at D 
is superseded or annulled. 

EXPLANATION. — When a passenger train is 
run extra on a schedule and given right over all 
trains, the order does not give it any rights over 
yard engines, and the extra must approach and 
pass through yards the same as any other extra 
train. Switch engines are not trains within the 
meaning of the rule. 

When originating an extra the dispatcher 
should in each case fix a meeting point for it 
with all opposing extras or give it right of track. 
Several cases have come up where dispatchers 
have issued orders to opposing extras that one 
would wait at a certain station until a certain 
time for another extra. This is not a proper 
order to give for the protection of extra trains. 
219 



Such order does not restrict the rights of the 
opposing extra, and is not authority for it to 
clear the main track after the time expires. 

When an extra reaches the last station named 
in its running orders, it must pull in at the 
switch where inferior trains moving in that di- 
rection side track for superior trains. An extra 
train has no right to occupy the main track 
where it originates or where it terminates. 

Extra trains are not required to protect 
against opposing extras unless directed by train 
order to do so. 

When a passenger train is run extra the run- 
ning order should state that it is a "passenger 
extra." 

A train run extra on a schedule does not lose 
right when 12 hours late on such schedule. 

RULING. — Question. Will you kindly say It 
special trains should carry a white signal? There 
is a wide difference of opinion on the subject and 
I respectfully refer the matter to you. 

Answer. A train running under example 1, 
Form G, would carry the white classification 
signals, because it is a train not represented 
on the time-table, and is therefore an extra 
train. A train running under example 2 (This 
is the form used for running a train on a sched- 
ule and making it a supplement to the time-table. 
It is no longer a Standard Code example)., Form 
G, would not carry the white classification sig- 
nals, because the order expressly states that Ita 
220 



flcbedule is a supplement to the current time- 
table, and therefore makes it a regular train. — 
Ruling Sept. 24, 1900. 

Question. I beg to submit to the Committee 
on Train Rules the following inquiry in regard 
to Form G, Extra Trains, under example (1): 
Engine 99 will run extra, Berber to Gaza. 

Supposing Gaza to be a way station, to which 
point within the somewhat indefinite limits of 
Gaza does the order give the extra the right to 
run? 

A definite ruling on this point seems import- 
ant, especially when we consider that it is per- 
fectly competent for the train dispatcher to give 
an extra running in the opposite direction a simi- 
lar order from some other point to Gaza, and 
that, so far as the rules provide, neither extra 
would have any information as to the destination 
or existence of the other. 

Answer. Presuming that Gaza is an Inter- 
mediate station on a division, the order gives 
the extra the right to run to the entrance 
Ewitch of the siding and clear the main track. — 
Ruling Sept. 24, 1900. 

Question. Engine 25 run extra A to B. .Has 
this extra right to proceed to telegraph office, 
which is located at extreme end of passing sid- 
ing, providing there is no superior train due to 
compel them to take siding, or do standard rules 
require tbem to head in at first switch? 

Answer. The answer to this question is to be 
found in Rules 89 and 90 of the Standard Code 
221 



of Train Rules. The extra train expires at B, 
and must liead into the siding and clear the main 
track at B. If for any reason it is necessary for 
the extra to occupy main track for purposes of 
pulling down to extreme length of siding, or for 
any other reason, it can do so only under pro- 
tection. 

CRITICISM. — Form G should contain an ex- 
ample for starting an extra train when an op- 
posing extra is to be met at that station. For 
this purpose suggest that the example read, 
"After Extra 14 arrives at A, Engine 15 run 
extra A to G." 

Form H. 

641. Q. If on Engine 292 you received an 
order reading: ."Engine 292 works 7 a. m. to 
6 p. m. between D and E," how would you be 
governed? 

A. Would clear the time of regular train? 
and would protect against extras in both direc- 
tions. 

642. Q. If the order contained the clause 
"Not protecting against extras," how would you 
be governed? 

A. Would clear the time of regular trains, 
but would not protect against extras. 

643. Q. If Extra 292 received an order read- 
ing: ."Work Extra 292 clears (or protects 
against) Extra 76 east between D and E after 
2:10 p. m.," how would it be governed? 

222 



A. It must clear at 2:10 p. m. or protect as 
the order requires. 

644. Q. How will Extra 76 east proceed? 

A. It must not enter the limits before 2:10 
p. m. and will then run expecting to find the 
work extra clear of the main track or protecting 
as the order may require. 

645. Q. If work extra received an order 
reading: . '*Work Extra 292 protects against No. 
55 between D and E," how would it be gov- 
erned? 

A. It would work on the time of No. 55, pro- 
tecting as per Rule 99. 

645a. Q. If work extra receives an order 
reading: .*'Work Extra 292 has right over all 
trains between D and E 7 p. m. to 12 night/* 
how will it be governed? 

A. It will work as directed and have right 
over all trains. 

645b. Q. How will other trains be gov- 
erned? 

A. They must not enter the limits until 12 
night unless the order is annulled or super- 
seded. 

EXPLANATION. — Work trains or other trains 
working where they cannot see the main line, 
must leave a man on the main line to ascertain 
what trains have or have not passed and of any 
trains that may have passed broken in two, un- 
less work trains leave the main line at a register 
223 



station or where other arrangements are made. 

Form H is nearly automatic in self-protection, 
being arranged so that in absence of instructions 
to protect, the work extra must protect; any 
other extra receiving the order would expect to 
find the work extra protecting. If the work 
extra is directed not to protect, such information 
will be indicated in the instructions; so that an- 
other extra receiving the order would be re- 
quired to protect through the limits as per Rule 
99. The existence of a work train is always 
limited by time, and when such time is up the 
existence of the work extra, as such, ceases, and 
any orders which it holds must be considered 
void. 

RULING (double track) — ^The question has 
been asked whether a work extra working on 
one or both tracks on double track without be- 
ing required to protect against extras has the 
right to move against the current of traffic or 
only to move with the current of traffic? 

Answer This order gives the extra ample au- 
thority to move against the current of traffic 
within the limits and time named, properly clear- 
ing the time of regular trains. — Oct. 17, 1910. 

Question. A train order has been sent read- 
ing: "Engine 292 work 7 a. m. to 2 p. m. be- 
tween D and E. Work Extra 292 south will 
meet No. 328 at E." At 2 p. m. Work Extra 292 
has not arrived at E. Does the meet order held 
by No. 328 hold good after 2 p. m., or can No. 
328 proceed on its schedule? 
224 



The Committee made reply that, "If an order 
should be sent in the form suggested in the in- 
quiry, it would be the duty of No. 328 to remain 
at E until Work Extra 292 arrived or until the 
order was annulled. Form A, fixing a meeting 
point for opposing trains, states definitely that 
trains receiving these orders will run with re- 
spect to each other to the designated points and 
there meet in the manner provided in the rules. 
If it is the intention of the dispatcher that No. 
328 should move after 2 p. m., if the work extra 
had not arrived at that time, another form of 
order should be used." 

Form J. 

646. Q. How would No. 2 respect an order 
held by an operator reading: ."Hold No. 2"? 

A. It would respect the order the same as if 
addressed to it and would not proceed until an 
order was sent annulling the order, or an order 
given to the operator reading: "No. 2 may go." 

647. Q. How will the operator handle these 
orders? 

A. He will deliver them to the conductor 
and engineman of No. 2. 

648. Q. What will Form J be used for? 

A. To hold trains until orders can be given, 
or in cases of emergency only. 

649. Q. After a train has been held by a 
Form J order can it proceed when it receives an 

225 



order reading " -— may go" in case the sig* 

nal still remains at "stop"? 

A. No. Not unless it receives a clearance 

card in addition to the " may go" order, 

as this order simply clears the train on the 
"Hold" order, but does not clear on the stop 
signal, hence a clearance card is necessary as 
per Rule 221, if the signal remains at stop. 

EXPLANATION. — When an order is sent to 
an operator directing him to hold all trains and 
later a certain train is released with an order 

reading " may go," all other trains must 

be held. Unless the rules specially require, it 
is not necessary for the conductor to sign for the 
order, but the operator should deliver a copy for 
the engineman and conductor of all trains affect- 
ed. This form cannot be used to hold trains at 
a station for the purpose of advancing other 
trains against or ahead of them. Such move- 
ments must always be made in the regular 
manner. 

Form K. 

650. Q. How would an order reading: "No. 
1 of Feb. 29th is annulled A to Z," affect the 
rights of No. 1? 

A. It would have no rights or schedule be- 
tween A and Z. 

651. Q. When a train is annulled to any 
given point, are its rights affected beyond that 
point? 

A. No. 

226 



652. Q. When a train has been annulled, 
may it be restored under its original number by 
special order? 

A. No. 

653. Q. If you held an order to meet No. 1 
at C, and later got an order that No. 1 was an- 
nulled, how would you proceed? 

A. Would consider the order, to meet No. 1, 
void as per Rule 220. 

654. Q. How would an order reading: ."2d 
No. 1 of Feb. 29th is annulled E to G," aflfect 2d 
No. I's rights? 

A. It would have no right or schedule be- 
tween E and G. 

EXPLANATION. — When a schedule has been 
annulled it cannot be restored. An annulling 
order cannot be annulled or superseded. 

Form K is used when, for some reason, a 
time-table schedule is not to be used on a cer- 
tain day. Two examples of this form are shown. 
One for annulling a schedule, and the other for 
annulling a section. When a section or a sched- 
ule has been annulled the authority of such 
schedule or section becomes void between the 
points named, and cannot be restored. When a 
train holds orders concerning another train, and 
later receives an order that such other train is 
annulled, all orders or parts of orders relating 
to the train which is annulled become void. In- 
ferior trains may proceed upon the time of such 
227 



annulled train as though the train was not 
named on the time-table. 

The date which is used in an annulling order 
refers to the date the train annulled is due to 
leave its initial station, on such division, or 
sub-division. For example, if a train is due to 
leave its initial station upon a division at 11:58 
p. m. September 1st, and such train is to be an- 
nulled, the train will be designated in the order 
as a train of September 1st, even when the only- 
place on the division where this schedule would 
be in effect on September 1st would be the initial 
station. When signals have been carried over a 
division for a section and such section is not to 
run, the second example of Form K is used. 
Trains receiving this order will proceed against 
the section named the same as though no sig- 
nals had been carried for it. 

RULING. — Question. Is it necessary for a 
detoured train to have a train order before re- 
suming its schedule on returning to its own line, 
for instance: A train scheduled from A to Z 
detours from E to N. May it resume its schedule 
at N without a train order instructing it to 
do so? 

Answer. Assuming that Form K has been 
used to annul the train between E and N, ther® 
is nothing to prevent it resuming its schedule N 
to Z without a train order. 



228 



Form L. 

655. Q. How must an order annulling an- 
other order read, and must it be numbered, 
transmitted and signed for as any other order? 

A. Order No. — is annulled. Yes. 

656. Q. May an order, once annulled or su- 
perseded, be restored under its original number? 

A. No. 

657. Q. Under the following orders, how will 
No. 1 be governed: .Order No. 1, "No. 1 meet 
No. 2 at B." . Order No. 2, *'No. 1 meet No. 2 at 
C instead of B." .Order No. 3, »'Order No. 2 is 
annulled." 

A. Order No. 2 superseded Order No. 1, 
making it of no effect and fixed a new meeting 
point at C. Order No. 3 annulled Order No. 2, 
which leaves No. 1 and No. 2 without any or- 
ders, and they must be governed by time-table 
in making the meeting point, because orders 
once superseded or annulled are of no effect evea 
though the order which superseded or annulled 
them has been annulled. 

EXPLANATION. — There is only one example 
shown under this form. It reads, "Order No. 10 
ifi annulled." When such an order is received 
all provisions contained in Order No. 10 are can- 
celled. If the order which is to be annulled has 
not been delivered to the train the annulling or- 
der will be addressed to the operator, who will 
destroy all copies of the order, except his own, 
229 



and will write on his file copy, "annulled by or- 
der number ." If the order which is to 

be annulled has been delivered to a train, the 
order annulling it will be addressed to such 
train. Trainmen and others receiving a Form 
L order should be careful that the number of 
the order which he destroys agrees with the 
number named in the Form L order. Operators 
should be very careful that they have the num- 
ber of all train orders correct for the reason 
that when orders are annulled by a Form L or- 
der, no mention is made as to what the body of 
the order contains, and in case an error has been 
made in the number of the order, the train crew 
receiving it might cancel the wrong order. 

RULING. — Referring to the following para- 
graph: "If an order which is to be annulled has 
not been delivered to a train, the annulling or- 
der will be addressed to the operator," the Com- 
mittee v/as asked what was meant by "deliv- 
ered" — whether it means the delivery to the 
trainmen after the order is made complete only, 
or whether it includes the delivery of an order 
that has not been made complete to the engine- 
man and conductor for signature, and the occa- 
sion for annulling the order does not arise until 
after such signatures have been received? If 
the meaning of the word "delivered" applies 
only to the case first stated, what official knowl- 
edge can the conductor and engineman, who 
have signed the order, have that the order has 
230 



been annulled, and they would not be responsible 
for its fulfillment? 

Answer. In the judgment of the Committee 
the delivery of an order can take place only after 
"complete" has been given as stated in Rules 
210 and 211. — Dec. 10, 1896. 

Form M. 

658. Q. If you hold an order containing two 
or more movements, may part of the order be 
annulled, and how? 

A. Yes. By an order reading: "That part 
of Order No. — , reading , is annulled." 

659. Q. Would this aflfect the other move- 
ments in the order? 

A. No. 

EXPLANATION. — Only one example is shown 
under this form, and this example properly be- 
longs under Form L. The example reads, "that 
part of an order No. 10 reading No. 1 meet No. 
2 at S is annulled." When part of an order is 
annulled the remaining portion of the order is 
still in force and must be obeyed. Only such 
portion of the order it annulled as is mentioned. 
When part of an order has been annulled, it 
must not be again restored under its original 
number, and, should the order which annulled 
part of an order be itself annulled, it does not 
restore that part of the order which the annull- 
ing order destroyed. 

231 



Form P. 

6G0. Q. How may an order or part of an 
order be superseded? 

A. By adding to the prescribed forms the 
words, "instead of — ." 

661. Q. May an order which has been supers 
seded be reissued under its original number? 

A. No. 

EXPLANATION. — An order which has been 
superseded cannot be again restored under its 
original number. Only such part of an order is 
superseded as follows the words, "instead of." 

Two or More Forms. 

700. Q. (A-C) If No. 1 holds right of track 
order over No. 2 A to H and later gets an order 
to meet No. 2 at D, which train will take siding 
at D? 

A. No. 2 for the reason that No. 1 is the 
superior train by (train order) right. 

701. Q. (A-B) If No. 1 holds the follow* 
ing order how will it be governed: **No. 1, 
pass No. 3 at B and meet No. 2 at C"? 

A. No. 1 will pass and run ahead of No. 3 
from B and will meet No. 2 at C as directed. 

702. Q. (A-E) If No. 1 holds an order that 
No. 2 runs one hour late and later gets a meet 
order with No. 2, are both orders in effect? 

A. Yes. 

232 



703. Q. (A-E) If under the conditions 
named above No. 1 can make a station further 
on the time order for No. 2 than it can make on 
the meet order, can it pass the meeting point and 
go to the next station for No. 2? 

A. No. Both orders are in effect, but the 
meeting point must be respected, as named in 
the order. 

704. Q. (Misc.) What forms of orders can 
be combined? 

A. Nearly all the forms can be combined. 
It is not good practice to combine annulling or- 
ders with any other form. 

705. Q. (H-A) If No. 67 holds an order 
that Engine 234 works 5 p. m. to 7 p. m. be- 
tween A and D and meets No. 68 at D, can No. 
67 pass D at 7 p. m. if the work extra is not 
there? 

A. No. It must obey the meet at D, al- 
though it is admitted that the work extra is dead 
and must not go to D on the order. (Rule 220 
should be so changed as to provide for this.) 

706. Q. (A-P) No. 1 runs A to Z and No. 2 
Z to A. If No. 1 gets an order to meet No. 2 at 
F and later gets an order to meet 1st No. 2 at 
E instead of F, can No. 1 go to F for 2d No. 2? 

A. Yes, for the first order mentioned No. 2 
by its schedule number alone and therefore all 
sections were included; the second order only 
superseded that part of the first order which re- 
ferred to first No. 2. 

233 



707. Q. (A-P-Ii) If under the two order* 
named in the previous question No. 1 should re- 
ceive an order at B annulling the second order, 
what rights would No. 1 have? 

A. The first order made a meet at F for all 
sections of No. 2 ; the second order superseded it 
only so far as first No. 2 was concerned; the 
third order annulled the meet at E for No. 1 and 
1st No. 2 and as the meet at F for them had 
been superseded it leaves No. 1 with no orders 
against first No. 2, but it has a meet at F with 
second No. 2 and all following sections of No. 2. 

708. Q. (Misc.) When an annulling order 
is annulled or superseded or when a superseding 
order is annulled or superseded, does it restore 
the order which these orders annulled or super- 
seded? 

A. No. When an order or part of an order 
has been annulled or superseded, it is of no ef- 
fect and must not be restored under its original 
number. 




234 



Miscellaneous A. R. A. 
Rulings 



REVERSE MOVEMENTS. — In running a train 
over opposite track is it necessary or customary 
to state the cause as "north bound track ob- 
structed," etc., or simply give 19 order to trains 
to use that track, and when they receive orders 
to use the opposite track do they understand 
that they are governed by single track rules? 
That is, they are superior to trains which, under 
the time-table rules, they would be superior to 
on single track and inferior to trains which they 
would be inferior to under single track rules, 
while running on that track? 

Answer. The committee does not consider it 
necessary to state the cause. — Ruling Sept. 11, 
1901. 

SIZE OP BLANK. — Is there any objection to 
using form of train order book size 7%xl0% 
in. beyond the perforated line at top, and T^/^x 
lll^ in. over all? 

235 



Answer. The Committee believes that the 
form recommended in the Standard Code is best 
suited for the use of railroads generally. Larger 
blanks are permissible, but in the opinion of the 
Committee are undesirable. 

CLEARANCE CARD. — It is suggested that the 
Standard Code clearance card be changed so as 
to show the numbers of train orders delivered to 
the trains receiving the card.. So that if any 
question should arise as to whether or not an 
order, possibly a 19 order which was not signed 
for, was delivered, the clearance can be pro- 
duced as an actual record of the delivery or non- 
delivery. 

Answer. The clearance card as printed in the 
Standard Code gives all the information neces- 
sary. The requirement of further information 
might lead to error on the part of the operator. 

PILOT. — The responsibilities of a pilot are 
the same as the responsibility of the engineman 
or conductor, or both, whom he pilots. 

DIRECTION. — The American Railway Asso- 
ciation recommends that odd numbers shall be 
given west and south bound trains and even num- 
bers to east and north bound trains. 

COLOR. — Recommend that no cross-arm or 
telegraph poles be painted red or green. 

SWITCH LIGHTS. — A letter was submitted in 
regard to the proper color to be used for switch 
lights. It is the unanimous opinion of the Com- 
236 



mittee that red and white are the proper colors, 
but it has purposely omitted any mention of the 
same in the rules, believing that the significance 
of the colors determine same, there being no 
question about the use of red for open switches. 
If white is used, it means that there is no re- 
striction as to speed unless otherwise ordered. 
If green is used, it means that caution is to be 
used and it is a signal to go slow. 

OPERATOR'S TRANSFER. — A form of oper- 
ator's record and transfer of orders was submit- 
ted to the Committee, and while it thought the 
form a good one, it was the opinion that such 
matters must be left to the judgment of each 
line, to be determined according to the circum- 
stances governing operation. — April 7, 1891. 

DISTANT SEMAPHORE SIGNALS. — A ques- 
tion was submitted to the Committee in refer- 
ence to the color and shape of distant semaphore 
signals for head on switches. The opinion of the 
Committee was that under no circumstances 
should red be used as a cautionary signal; the 
proper color is green. The determination of the 
shape of the signal should be left to each road. 
Taking into consideration the fact that sema- 
p^hores are now being used for block purposes, 
it may be desirable to use different shapes for 
different purposes. The question as to what the 
distant signal is to denote determines the color. 
If it is not intended to stop the train until the 
signal is changed, it should be red; if intended 
237 



to allow the train to pass under control, the sig- 
nal should be green. — April 7, 1891. 

RED AND WHITE LIGHTS ON REAR OP 
TRAIN. — After examining the results of ex- 
periments made on the Wabash and the Penn- 
sylvania Railroads the Committee unanimously 
concluded that red lights alone are better than- 
a combination of red and white lights for mark- 
ing the rear end of a train. Both sets of experi- 
ments conducted independently of each other», 
brought out the fact that the white light some- 
what obscured the red; that is to say, the red dis- 
appeared from view sooner when shown in con- 
nection with the white than when shown alone, 
the red being absorbed by the white. 

It was also suggested to the Committee that 
the use of white lights in connection with red 
lights for rear-end signals would interfere with 
the semaphore bracket signals, on which the 
display would be in the same relative position 
as when a white light or lights were used in con- 
nection with one or more red lights on the rear 
end of a train. — Oct. 12, 1887. 




238 



Points Answered by the 
Editor 



Question. Please give your understanding of 
the following order: "Work Extra 810 has 
right over all trains between A and H 8 a. m. 
until 12:30 p. m." 

No. 85 arrives at H and finds Work Extra 810 
in to clear, can No. 85 proceed? 

Answer. A strict interpretation of the order 
quoted forbids any train entering the limits until 
12:30 p. m., unless it holds orders to meet or 
run ahead of the work extra. The fact that Work 
Extra 810 is clear when No. 85 arrives there is 
not sufficient to permit No. 85 to proceed ahead 
of the work extra, as the order gives the work 
extra exclusive right to the territory. Rule 86 
requires that an inferior train clear the time of 
a superior train in the same direction not less 
than five minutes, and as the work extra has no 
schedule time, but is under the rules a superior 
train. No. 85 must keep out of its limits entirely. 
Rule 86 refers to an inferior train, whether in- 
ferior by timetable or by right. Rule 71 makes 
239 



It plain that a train may be superior to another 
by right, class or by direction, right being con- 
ferred by train order and class and direction by 
time-table. 

Question. "No. 2 take siding and wait at 
Summit until 3:15 p. m. for No. 85." What will 
No. 2 do if it arrives at Summit at 3:16 p. m.? 

Answer. Under the order No 2 should take 
siding at Summit regardless of the time at which 
it arrives at that point. 

I regard the order as improper because the 
authorized form for making the movement hai 
been changed and not preserved in its original 
wording. That is the take siding provision has 
been inserted in the middle of the third ex- 
ample of Form E, which is the example used in 
this case, with the result that a doubt has been 
created because the dispatcher has departed from 
the authorized form of train order. It should be 
remembered that whenever anything is to be 
added to an authorized form of train order It 
should follow the regular form in logical se- 
quence and should never be inserted in the 
middle of the form. The order used is at once 
recognized as a wait order, and as such the time 
is essential, but there is no such thing as a limit 
to taking sidetrack — that is to say, a train will 
take siding or it will not, but there is no ar- 
rangement for a limit of time to the perform- 
ance. Good judgment suggests that such an or- 
der should not be used because of the doubt 
Which it is liable to create on account of a limit- 
240 



ed provision and a positive provision being com- 
bined. However, the order having been used, it 
remains for No. 2 to carry out its provisions by 
taking siding at Summit even though it holds a 
doubt as to whether or not the order requires it; 
this because Rule 106 requires in all cases of 
doubt that the safe course must be taken and no 
risks run, and it is evident that the only safe 
course for No. 2 is to take siding. It is equally 
evident, from a technical standpoint, that the 
order requires No. 2 to take siding regardless 
of the time. 

Question. It has never seemed to me that the 
Standard Code makes it plain enough as to just 
Vv^hat portions of the main track a work train is 
entitled to use under the regular form of work 
train order. For instance. Engine 79 holds an 
order to work between "A" and "B." As I un- 
derstand it, in putting the question to a man who 
is passing an examination for conductor or en- 
gineman, if, holding an order reading, "Engine 
79 work extra 7:00 a. m. to 6:00 p. m. between 
A and B," what part of the main track are you 
entitled to use without protecting by flag, pro- 
vided, of course, all overdue trains have gone. 
Suppose the applicant answers, "Between the 
depots at said stations," or between the farthest 
switches, that is, between the north switch at A 
and the south switch at B, A being a station 
north of B. The examiner then explains to him 
that this order gives him the right to the main 
track only between the south sv/itch at A and 
241 



the north switch at B. The applicant then re- 
marks that he has found nothing in the general 
rules explaining exactly what his limits on the 
main track are. Will you please advise me what 
rule or rules I can point out to him to back up 
my explanation that he has right to use the 
main track only between the south switch at A 
and the north switch at B? 

It does not seem to me that Rule 5 fully 
covers this, for the reason that all overdue 
scheduled trains may have gone and the work 
train, which is working between A and B, has a 
clear track between these points, so far as 
regular trains are concerned, and, an extra train 
is started over the division with orders to run 
from a point north of A south to a point south 
of B, and to protect against Work Extra 79 be- 
tween A and B. As I understand the code, this 
extra south can pull down to the south switch at 
A, remaining just far enough north of this 
switch to clear. Suppose the work extra, after 
all overdue scheduled trains have gone figures 
that they have a right to go up the main track 
to the depot at A, or to the north switch at A, 
and collide with this extra south. If this should 
occur, which crew,^ according to the rules, would 
be at fault? 

Answer. In the case of a regular train, Rule 
5 makes the time apply at the switch where an 
inferior train enters the siding. This statement 
fixes the application for the location of the rule 
with respect to a station, and, at the same time, 
242 



it marks the limit of any station so far as one 
train is concerned with the movement of any 
opposing train. 

The authority for explaining to trainmen that 
an order to work extra between A and B does 
not entitle them to the use of the main track at 
the station at A or B, is found in the language 
of the order itself, coupled with the general un- 
derstanding, as outlined in Rule 5. Rule 5 in- 
dicates that the station at B is at the north 
switch for an inferior south bound train and at 
the south switch for an inferior north bound 
train. By considering this for a moment, we 
come to understand that officially the station 
at B, as shown on the time-table, extends from 
the north switch to the south switch, depend- 
ing upon the direction in which a train is mov- 
ing, and also upon its superiority or inferiority. 
Under a Form G order, directing a train to run 
extra to B, such extra train must consider that 
their order to use the main track expires when 
they reach the first entrance switch at B; fol- 
lowing this line of thought as connected with 
the work extra, you will note that the order to 
work reads, "Between A and B," and that it is 
required that this work extra use the first en- 
trance switch at both stations. This limits them 
to the use of the main track between the south 
switch at A and the north switch at B. The 
word "between" which is used in the order is 
not capable of being construed as applying at 

243 



the station of A or B, but only between these 
stations. 

When it is desired that a work train use the 
main track at B, the working limits should be 
given between A and C. To sum up, a station 
officially extends from one extreme switch to the 
other. Work orders read between certain sta- 
tions, which limits the work train to territory 
between, and not at, either station named in the 
order. 

In case an extra should be moving south over 
the work train limits, as you suggest, and this 
extra should collide with the work extra be- 
tween the switches at A, it would certainly be 
the fault of the work extra crew for using the 
main track at A, when their order definitely 
specifies that their limits are between A and B. 



■<^^^'^<y 




244 




(HammmtB 



The Railway Journal said : 

**Mr. G. E. Collingwood is the author of an ex- 
haustive and meritorious work on handling trains. 
The book is one of the most complete of its kind 
that has ever been issued.'* 



Railway Locomotive Engineering says: 

"The popular approval which has been accorded 
Mr. Collingwood's work is well deserved. He has 
brought a lifetime of experience as well as fine 
judgment in matters that are likely to remain con- 
troversial in the examination of trainmen. * * A 
perusal of Mr. Collingwood's able comments can 
not fail to be of lasting value to all students who 
desire to attain a thorough mastery of the many 
regulations affecting transportation." 



Locomotive Firemen and Enginemen's 
Magazine says: 

" 'Standard Train Rule Examination' is an au- 
thentic book of instruction and reference on Train 



Rules and Train Orders by Mr. CoUingwood, who is 
an experienced railroad man and an acknowledged 
authority on Train Rules and Train Orders. The 
knowledge imparted by this book is clear and def- 
inite, helping its possessor to form good habits in 
the performance of his duties and laying a f ounda- 
tion which is sure. " 



A Superintendent writes: 

"Every Examining officer should have a copy of 
Standard Train Rule Examination, as it touches 
every important point. Then, too, when accidient 
occurs, it defines the rules so clearly that it is not 
difficult to locate the error." 



An Engineman writes 

**I would not part with it for ten dollars if I 
could not get another. It makes examinations 
easy." 



A Brakeman writes: 

**I passed the examination and I give your book 
credit for it." 



A Conductor writes: 

**I have all the books on Train Rules which are 
published and I have received more benefit from 
your book than from all the others combined." 



Another writes: 

**I sold the eighteen books you sent me before 
night. Send two dozen more at once. It's just 
what the boys want. As a book of reference 
alone your book is worth five times the price." 



A General Superintendent writes: 

"It's the best book on train rules in print." 

IS 1! SI 
ADDRESS ORDERS TO 

G. E. COLLINGWOOD, Pub. 

Toledo, Ohio, U. S. A« 



Index to American Railway Association Rulings. 

Rule 3, 42 

Rule 5, 57-58 

Rule 14, 71 to 74 

Rule 17, 81 

Rule 18 82-83 

Rule 19, 84-85 

Rule 22, 89-90 

Rule 26, 93 

Rule 28, .95 

Rule 82, 102-103 

Rule 88, 109-110 

Rule 89, 113 

Rule 90, 114 

Rule 92, .113, 117-118 

Rule 93, 119 to 127 

Rule 94. 132 

Rule 100, 141, 142 

Rule 101, 144, 145, 146 

Rule 104, 148, 149, 150 

Rule 201, 152, 153 

Rule 202, 153, 154 

Rule 206., . 157 

Rule 210, 161, 162 

Rule 211. . 163, 164 

Rule 214, 166, 167 

Rule 220, 173, 174 

Filling in train number 162 

Form A 189 

Form B 193 

Form C 198 

Form E 206 

250 



Form F 213 

Form G 220 

Form H 224 

Form K 228 

Form L 230 

Reverse Movements 235 

Size of Blank 235 

Clearance Card 236 

Pilot 236 

Color 236 

Direction 236 

Switch Lights 236 

Operators' Transfer 237 

Distant Semaphore Signals 237 

Red and White Lights on Rear 238 

Resuming Schedeule .228 

Extra Trains Expire 221 

When Is Order "Delivered?" 230 

INDEX TO QUESTIONS AND ANSWERS, AND 
EXPLANATIONS. 

General Rules 31, 32 

Definitions 34, 35, 36, 37, 38, 39 

Rule 1 40 

Rule 2 41 

Rule 3 41 

Rule 4 43 to 53 

Rule 5 53 to 58 

Rule 6 58, 59 

Rule 7 60 

Rule 8 61 

251 



Rule 9 61 

Rule 10 62, 63 

Rule 11 63 

Rule 12 64, 65, 

Rule 13 65 

Rule 14 66 to 74 

Rule 15 75 

Rule 16 76, 77, 78 

Rule 17 79, 80, 81 

Rule 18 81, 82, 83 

Rule 19 83, 84, 85 

Rule 20 85, 86, 87 

Rule 21 87, 88 

Rule 22 88, 89, 90 

Rule 23 90, 91 

Rule 24 91 

Rule 25 91, 92 

Rule 26 92, 93 

Rule 27 93, 94 

Rule 28 94, 95 

Rule 29 95, 96 

Rule 30 and 31 96 

Rule 82 96 

Rule 33 97 

Rule 71 97 

Rule 72 98, 99 

Rule 73 99 

Rule 82 100 to 103 

Rule 83 103, 104 

Rule 84 104, 105 

Rule 85 . 105, 106 

Rule 86 . . , . 106, 107 

252 



Rule 87 107, 108 

Rule 88 108 to 110 

Rule 89 110 to 113 

Rule 90 113 to 115 

Rule 91 115, 116 

Rule 92 116 to 118 

Rule 93 118 to 127 

Rule 94 127 to 134 

Rule 95 134 

Rule 96 135 

Rule 97 136 

Rule 98 137 

Rule 99 138 

Rule 100 141 

Rule 101 142 

Rule 102 146 

Rule 103 147 

Rule 104 147 

Rule 105 150 

Rule 106 150 

Rule 201 151 

Rule 202 153 

Rule 203 155 

Rule 204 155 

Rule 205 156 

Rule 206 157 

Rule 207 158 

Rule 208 (A) 158 

Rule 208 (B) 158 

Rule 209 159 

Rule 210 160 

Rule 211 162 

253 



Rule 212 164 

Rule 213 164 

Rule 214 165 

Rule 215 167 

Rule 216 167 

Rule 217 168 

Rule 218 170 

Rule 219 171 

Rule 220 172 

Rule 221 (A) . 174 

Rule 221 (B) 176 

Rule 222 179 

Rule 223 180 

Form A — Meet Order 186 

Form B 191 

Form C 195 

Form E 204 

Form F 210 

Form G 217 

Form H 222 

Form J 225 

Form K 226 

Form L . . . 229 

Form M 231 

Form P 232 

Forms A-C, A-B and A-E 232 

Forms A-E, Misc., H-A and A-P 233 

Form A-P-L, Misc 234 



254 



INDEX TO SUBJECTS. 

Abbreviations Allowed 180 

All Sections Included 170 

Answering Signals 95, 96 

Application of Time 53, 59 

Audible Signals 66 

Blue Signal Protection 92, 93 

Communicating Signals 76 

Change of Time-tables 43 to 53 

Classification Signals 85 to 91 

Clearance Card 9, 236 

Checking Register 15 

Combined Forms 232 

Definitions 34 to 39 

Day Ofiices 18 

Direction 236 

Distant Semaphore Signals 337 

Disabled Train 127 to 134 

Explanation of Make-up 7 

Extra Trains 27, 99, 136 

Flagging 138 

Forms of Orders 186 to 232 

General Rules 31, 32 

Hand, Flag and Lamp Signals 64 

Headlight 79 to 81 

Inferior Trains 106, 108 

Introduction 5 

255 



Markers 81 to 85 

Movement of Trains 100 

Overtaking Train Unable to Proceed. .127 to 134 

Orders to Non-telegraph Office 168 

Operators' Transfer 237 

Pilot 236 

Points Answered by the Editor 239 

Resuming Schedule 26, 228 

Red and White Signals on Rear. 238 

Responsibility for Switches 147 

Single Track Rules Explained 40 

Signal Rules 60 

Standard Time 40 to 42, 11 

Signals Improperly Displayed 93, 94 

Standard Code Origin 9 

Signature to Orders 16 

Standard Examination 31 

Size of Blank 235 

Switch Lights 236 

Train Signals 79 

Train Superiority 97 to 99 

Train Losing Schedule 100 to 103 

Trains in Yard Limits 118 to 127 

Train Register 13 

Train Orders 17, 172, 184, 151 

Theory of Standard Rules 20 

Train Dispatching 21 

Train Identification 24 

Train Parting 142, 144, 145 

The "19" Order 162 

256 



The "X" Response 164 

Train Order Signal 174 to 179 

Visible Signals 62 

When Trains Meet 108 to 115 

When Signals Are Taken Down 135 



257 



MAR 18 1912 



